TF 550 
.P8 



and StattoiWorh 



PRJOft 



Class _Z__ 



Book. 



L 



Copyright N°- 



COPYRIGHT DEPOSIT. 









Operation of Trains 
and Station Work 



COMPILED AND EDITED BY 

FREDERICK J. PRIOR 



ILLUSTRATED 




CHICAGO 

FREDERICK J. DRAKE & CO., Publishers 

1907 



UMlARY of '•ORGRESS 

I wo Cooim ilecei vt*i 

AUG 1 190b 

CLASS*/* XXc N/ 

' 'copy s. 



COPYRIGHT I907 

FREDERICK J. DRAKE & CO. 
CHICAGO 






PREFACE. 

Among railway men may be noticed two broad class distinc- 
tions — one represented by the man who never concerns himself 
with anything more than the regular performance of his routine 
duties and who seldom advances; the "other represented by the 
man who is constantly on the~alert for' information, who by seek- 
ing reasons learns to reach conclusions and, unceasingly widen- 
ing the range of his knowledge, increases his chances to grasp 
opportunities, fits himself .for promotion and inevitably rises to a 
commanding position. 

For every possible "why" there is a "because" which should 
be sought out. One who possesses the spirit of inquiry is not 
content merely with the knowledge gained by his personal ex- 
perience. Valuable though it be, something more is needed by 
men who eventually go out and do things. This spirit has been 
and is being developed more and more by the varied classes of 
employees in the transportation department. With the rapid de- 
velopment, expansion, improvement and change in railways in re- 
cent years has come a change in their operating forces fully as 
marked ; as much an evolution in the one as in the other case. 
What the future holds in store for railroad men can be only sur- 
mised; but whatever it be, the keen minds of the bright young 
railroad men of today, may safely be trusted to keep their pro- 
fession in the forefront of human progress, through a mani- 
festation of the spirit of inquiry, observation and study, coupled 
with experience and intelligent practical application of their 
knowledge. 

The proper administration of the transportation department is 
of first importance ; it is in closest contact with the general pub- 
lic. Trains must be run safely and on time; freight must be 
. promptly handled without friction with shippers. Its numerous 
departmental employees should not only "know their business," 
but should be able to take the initative when sudden emergen- 
cies or new conditions are met. 

This volume — one of a series — is designed to meet the needs 
of the student and the busy railway man, who, not being satis- 



fied with statements, seeks reasons and asks "why?" It gives in 
concise form the fruits of ripe experience, research and study. 
In its compilation many authorities were consulted, and an en- 
deavor made to present in a different light and in a new combi- 
nation only that which appeared most suitable for the purpose. 
Neither originality of subject-matter nor railway experience 
is claimed by the compiler, nevertheless after many 
years of active work among and with railway men on different 
railroads he felt wholly competent to undertake the labor 
of which this book is the result. If, inadvertently, credit has not 
been given where due he ventures to hope that the "will be ac- 
cepted for the deed" — and to those writers to whom credit is 
given in the text, as well as to F. L. Meyer, and G. E. Colling- 
wood, whose valuable writings have been either consulted or 
quoted he desires to make grateful acknowledgement, and also 
to Professor E. R. Dewsnup from whose very excellent book : 
"Railway Organization and Working," extensive quotations have 
been made. The forms or blanks shown in the appendices com- 
prise a few of the many contained in Kirkman's "Science of 
Railways," a most valuable work for those wishing a more com- 
prehensive and scholarly treatment of the subject. That portion 
relating to telegraphy was especially prepared by Mr. F. W. 
Hallett, who, in referring to the perplexing cares of telegraphy 
and those who daily labor at it says: he, too, has "shared their 
anxious cares," and he hopes that what he has written may 
"help lighten their burdens." 

Finally, in the hope that it may be found of real interest and 
benefit by those for whom it is primarilly intended, this book is 
sent forth upon its mission. 

The Compiler. 



INTRODUCTION 

The concluding of modern transportation is becoming 
constantly more and more complex ; the day of happy-go- 
lucky, rule-of-thumb railroading, while not entirely gone, 
will soon be but a shadow of the past. There is no in- 
dustry at the moment which demands keener intellect, 
shrewder wit, and better trained comprehension ; no in- 
dustry in which the failure of these qualities in its officers 
and, to no small extent, in its men, would be more disas- 
trous to the general interests of the country. The neces- 
sity for, and demand for, an adequate supply of these 
qualities is increasing with the extension of the industry. 
In sheer selfrdefense, even from a dividend point of view, 
the railways of the country will have to pay more atten- 
tion than they have ever done before to the improvement 
of the quality of the men they take into their employment. 
For their own interests, they must stimulate a steady flow 
of the brightest minds of each rising generation into their 
service, so that they may have ample choice of selection 
in filling up the lieutenancies and corporalships, some of 
those appointed to which, in turn, will qualify for re- 
sponsibility as captains and colonels, and, maybe, even as 
generals of the railway army. There are all varieties of 
transportation problems ; but, without doubt, the most 
difficult one of all is that of securing competent and 
trustworthy service. 

If faithfulness is demanded of any people in the world 
it is demanded of railway employees ; and those 
railways are successful, most successful, who have the 
most faithful employees, those who do their duties faith- 
fully whether the officer who is in charge of them is 
present or not and who are likely to attend to them 
5 



6 STATION AND TRAIN WORK 

more faithfully when he is away than when he is over- 
looking their work. 

Railroad men do not always regard their interests as 
absolutely identical with those of the corporations that 
employ them, yet there is no group of men whose welfare 
and prosperity are more absolutely united. 

Railroad men form a class by themselves, different in 
many respects from their fellows. They are essentially 
hard workers, from the lowest to the highest; they are 
clannish, having a strong friendship for each other ; and, 
generally have an ambition leading them not only to do 
for themselves, but especially to advance the interests of 
the company that employs them ; they are brave and gen- 
erous, and, as a rule, possessors of strong intellects and 
sharp, keen wits. 

The service keeps them on a tension ; the strife for 
business, the excitements of the road, the desire to ac- 
complish the greatest possible results, and the sense of 
being, to some extent, always before the public, all unite 
to stimulate them to do their best. Although the require- 
ments are strict and exacting, the labor arduous, yet there 
is a fascination and exhilaration connected with the work 
that compensates for all the disadvantages. Railroading 
is a profession, as high in degree as any other, and calling 
for equal abilities and talents. 

Discipline is one of the great essentials in railroad op- 
eration. To administer discipline properly and justly is an 
accomplishment which can only be attained through long 
experience and direct contact with the work and the 
workers. Being one of the fundamental principles of 
railroad operation, the absence of discipline invites dis- 
aster. Being educational, much trouble has been caused 
by its misapplication, If it is fair and just, the employee 



STATION AND TRAIN WORK 7 

welcomes it because he knows that it is the foundation, 
the rock on which he stands. 

It is essential that the employee know why he is dis- 
ciplined, learning wherein he was wrong, so that should 
the same conditions prevail in the future he would know 
what was right. In order to so instruct, the official in 
charge must be conversant with the work, its surround- 
ings and significance. Not only must the one who ad- 
ministers the discipline be just and fair, but he must also 
be capable of judging what is the right thing to do, 
and be able to show the offender why and how he was 
wrong. 

If the rules, regulations, and orders of the railroad 
manager were always followed, nineteen-twentieths of the 
accidents would be avoided ; therefore, the question would 
seem to be "how best to have the rules, regulations and 
orders obeyed." 

Regarding the training of railroad officials, the 
wider the officer's experience, the better. It should 
apply to the physical conditions of the road as well as to 
the human element connected with it. The better he 
understands and knows his problem, the nearer he is 
to the highest efficiency, the same as in any profession or 
undertaking. There is much for him to learn from the 
first day of his connection with the railroad company to 
the last day he remains with it. The longer he is "in 
harness" the more he realizes the magnitude of the propo- 
sition. 

The wider a man's experience, the more thorough his 
training, — the more valuable he becomes, and the better 
fitted to direct the work of others. The railway profes- 
sion, however, like other professions of this day and 
generation, is becoming so specialized that it is almost 



8 STATION AND TRAIN WORK 

impossible that any one man shoald have received an all- 
round training in all branches of the road's operation. 
Of necessity, the great departments under the operation 
officers must be put in charge of specialists, each in his' 
own department, each in turn being held strictly account- 
able for his own work, and reporting to the one man in 
charge of the whole. 



STATION WORK. 

EMPLOYEES AT STATIONS, THEIR QUALIFICATIONS AND 
DUTIES. 

MESSENGER BOY. 

*"With few exceptions a messenger boy is one whose 
parents are compelled to take him from school early in 
life, so that his earnings will help to defray the expenses 
of the family, and consequently he has but a part of 
a common school education. 

After securing a position, his first thoughts should be 
centered upon the business entrusted to him, promptly 
delivering all messages, etc., and never loitering along 
the streets talking with others. He should also consider 
all matters concerning the business which he hears in 
and about the office, or otherwise, strictly private both 
on and off duty. 

He should appear neat and clean, and his bearing to- 
ward the public, as well as those with whom he is di- 
rectly associated, should be polite and respectful. 

When not engaged in delivering messages, etc., his 
time while on duty should be spent in the office, that he 
may promptly respond when needed, and, while thus 
disengaged, he should improve his education by the study 
of school books, and also turn his attention toward learn- 
ing the art of telegraphy. Those above him cannot fail 
to recognize his ambition and they will willingly assist 
him. 

He may secure an old "key" and "sounder" and get 
some experienced hand to fix him up with a "short 
circuit," on which to learn the characters used, and, by 
9 

*From Houlihan's Handbook, 



io STATION AND TRAIN WORK 

application at "odd times" he can learn to "send" fairly 
well, and in time will be abb to catch the "office calls" 
on the main line. Gradually he thus becomes familiar 
with the characters so that he can "read" fairly well, 
then he has "clear sailing" and practice is all that is 
required. 

In this way the months glide by and he continues to 
properly perform his duties, keeping up his practice in 
telegraphy until he becomes a fairly good operator, and 
he is then given a trial, most likely a "night office" at 
some small station. 

TELEGRAPH OPERATOR. 

On being installed as an operator his first duty should 
be to make himself familiar with the rules of the ope- 
rating department, especially as to the movement of 
trains by telegraph and the special instructions which 
concern him or the station at which he is employed. He 
should make it a point to follow such rules and instruc- 
tions himself and make no attempt to shield others who 
violate them, and should always endeavor to assist the 
dispatcher in every way he can. 

He should hold himself in readiness to answer his 
"call" promptly, report the arrival and departure of 
trains, watch the wires and report quickly when they are 
in trouble, and the direction from his station, and keep 
careful watch of the location of trains so that he can 
give proper information to those who should know, with- 
out asking the dispatcher. He should be especially care- 
ful in the handling of "train orders," delivering them 
personally, and should always have a full set of signals 
in good order and convenient for immediate use. 

Although in telegraphing, as in all other pursuits of 
life, one's ambition should be to become proficient in it, 



STATION AND TRAIN WORK TI 

his highest aim should not be to become a fast "sender" 
that he may "rush that fellow," or a good "receiver" 
so "he cannot rush me," for if this is practiced he is con- 
stantly in trouble and annoys the dispatcher and delays 
business, but he should establish habits of caution, ac- 
curacy and diligence, taking a good average "gait" and 
keeping it. In this way more will be accomplished and 
the results attained will be much more satisfactory to all 
concerned. 

During all this time a fair proportion of his leisure 
hours should be spent in studying and reading the news 
of the day, and the balance should be judiciously em- 
ployed in healthful recreations and moral pursuits, choos- 
ing only the best of companions. Many an otherwise 
bright young operator, becoming discouraged and seek- 
ing the companionship of those who he thinks will not 
notice his deficiencies in the matter of education (who 
as a rule are boys whose only ambition is to get through 
life with as little effort on their part as possible), is 
soon led to frequent saloons, gambling houses, etc. If 
an operator follows the latter course, he cannot long 
hold the position that he has, much less expect promo- 
tion, while if he is a moral young man, keeps good com- 
pany, is kind and courteous to the public as well as his 
co-employees, attends strictly to business and looks after 
the interests of the company, his superiors will recog- 
nize in him a valuable man and he will be advanced 
step by step (in each position endeavoring, to give bet- 
ter satisfaction than in the previous one) until he is en- 
trusted with a "trick" as dispatcher, 



12 STATION AND TRAIN WORK 

FREIGHT OFFICE MESSENGER BOY AND CLERK. 

Clerical work in the different departments of a rail- 
road, especially in the freight department, where the 
largest number of clerks are employed, presents an in- 
viting field for a business career to the average boy 
who has received a fair common school education, as 
promotion will come naturally, provided the duties of 
each position are attended to conscientiously and in a 
prompt business-like manner. 

The boy who has succeeded in securing a position 
as messenger in a freight office at any large junction or 
terminal station, when he reports for duty, will be 
handed over by the agent to the chief clerk, who will 
instruct him as to what his duties will be. He should 
bear in mind that the clerks in the office are men and 
should receive the respect that is always due from a 
boy to one older than himself, and although under in- 
structions from the chief clerk, if another clerk in the 
office should ask him to perform any service that does 
not interfere with the regular duties assigned to him, 
he should cheerfully and quickly perform such service. 
Bv pursuing this course he secures the friendship and 
good will of all the clerks in the office, and if ambitious 
and anxious to learn, they will only be too glad to give 
him ''pointers" about their work, and even allow him to 
help them at times. This will give him an opportunity 
to learn the work upon the different desks in the office, 
which he should take advantage of, with a view of 
being promoted to a junior clerkship after he has served 
his apprenticeship, so to speak, as messenger boy. He 
should also bear in mind that prompt obedience, polite 
answers, such as "Yes, sir" and "No, sir," and a neat 
and tidy appearance, will greatly increase his chance for 
promotion. 



STATION AND TRAIN WORK 13 

In the course of time, when a vacancy occurs, or new 
clerks are added, due to increase of business, he will be 
given one of the minor desks in the office, generally that 
of expense bill clerk, or copyist on the bill desk. This 
copying work, on either of these desks, will give him a 
geographical knowledge of the country, which will be- 
come valuable later on, when occupying more important 
positions. He has now arrived at the age which is the 
most critical period in the life of every young man, 
and a great deal of his future success will depend upon, 
not only his application to business, but also his asso- 
ciations outside of the office after business hours. He 
should not seek his recreation and amusement in saloons 
and other disreputable places, as, if habits of frequenting 
them grow upon him, even though he does not become 
a slave to intemperance or a victim of other vices, his 
employer will sooner or later become aware of such 
practices, and they will figure against him, so far as 
future promotion is concerned, if they do not lead to his 
dismissal. On the contrary, by cultivating the acquaint- 
ance and society of respectable young ladies and gentle- 
men, and joining them in social amusements that do not 
interfere with his business, his career will be uninter- 
rupted. 

As time passes he will be advanced from one desk to 
another, taking in various positions, such as car clerk, 
where he will become acquainted with the rolling-stock 
of the different roads ; claim and tracer clerk, where 
he secures a knowledge of correspondence, and methods 
of handling same ; rate clerk, where he becomes . con- 
versant with the rates and classifications in use, and also 
the workings of the different traffic associations, especi- 
ally those of which his road is a member, etc., etc., con- 



14 STATION AND TRAIN WORK 

tinuing to give good service in each, until he is finally 
promoted to one of the two highest positions in the office, 
either cashier or chief clerk. 

CASHIER. 

The position of cashier in a freight office is one that 
requires a person of undoubted integrity who has a 
thorough knowledge of the system of accounts used by 
the company. All railroad companies require a good 
and sufficient bond from employees' handling a large 
amount of the company's money, and most railroads re- 
quire that this bond be furnished by a guarantee com- 
pany. The young man will, therefore, have to fill out 
the blank application for bond of the guarantee company 
that does business with the road, answering numerous 
questions that are considered necessary, being careful 
to make his replies correct in every particular, as the 
slightest irregularity is sometimes thought by the guar- 
antee company to be sufficient cause to refuse to issue 
the bond. A refusal of this kind would effectually bar 
further advancement, consequently too much care can- 
not be used to guard against it. After his application 
has been favorably considered and bond given, his habits 
and general conduct should be irreproachable, giving 
no reason whatever to the guarantor for withdrawal 
from his bond. 

His duties will comprise the handling of all moneys 
received, the remittance of same to the treasurer, and 
the keeping of the accounts of the station. He should 
never allow himself to become careless in the handling 
of money, as by such carelessness little errors will occur 
that lead to greater ones until he finds himself respon- 
sible for a large loss, which, even if he makes good, 



STATION AND TRAIN WORK 15 

will cause him to be looked upon with more or less sus- 
picion by the agent and the officials of the company. 

By handling his work as if he expected the traveling 
auditor every day to check the station, he will find that 
it will reduce the clerical work of his own position and 
make a record for himself and the station that will be 
appreciated by the agent and the officials of the audit- 
ing and financial department, all of which will have an 
influence in placing him in a superior position when an 
opportunity presents itself. 

CHIEF CLERK. 

The position of chief clerk is the most important one 
at a large station, next to that of agent. A man should 
bring to this position not only a thorough knowledge of 
station business but also some executive ability and a 
faculty of systematizing the office work so as to produce 
the best results with the least amount of labor, as he 
arranges the work of all the clerks and instructs them 
in their various duties. He should be familiar with all 
reports that are made for the different officials of the 
company, daily, weekly, etc., and should see that the 
clerks who make these reports send them in promptly 
at the times specified. He should see that the work of 
the office is evenly distributed among the clerks, and ar- 
range when any one of them has an unusual amount 
of work upon his desk to give him the assistance of some 
other clerk,' using good judgment and tact in a matter 
of this kind so that no one will be done an injustice. 
He should endeavor to obtain the respect of the clerks 
in the office under his charge, and he can do this only 
by being impartial, making favorites of none. 
> He should enforce all rules of the office in a strict, 



i & STATION AND TRAIN WORK 

business manner, and see that the office hours are strictly 
adhered to by all of the clerks, and in order to do this 
he should make it a point to reach the office himself, 
both in the morning and at the noon hour, ten or fifteen 
minutes before the regular time. 

He should in fact fulfill the duties of his position ex- 
actly as he would like to have them fulfilled if he were 
agent. By so doing he will fit himself for the position 
of agent and can look forward with confidence to his 
promotion as such when a vacancy occurs. 

FREIGHT AGENT. 

The position of freight agent at a large junction 
or terminal station is one of great importance, and the 
man selected for this position is usually discussed from 
every point of view, by officials in the operating, traffic 
and accounting departments, before he is appointed. 
He should have a thorough knowledge of freight traffic, 
financial and accounting matters, and if the duties of the 
freight agent include the charge of terminals, he should 
also have a good knowledge of the operating depart- 
ment, so far as the making up and handling of trains 
is concerned, etc. 

In addition to being conversant in such matters, in 
order to be successful, he should be a man of consider- 
able executive ability and have the faculty of enforcing 
good discipline among employees under his charge. 

His success will also depend to a great extent on the 
judgment he exercises in selecting his lieutenants, such 
as chief clerk, cashier, yard master and warehouse fore- 
man. If he places good men in these positions, and then 
systematizes their work so that each one of them will 
understand his whole duty and co-operate with the 



STATION AND TRAIN WORK iy 

others, there is no question but that he will have a model 
station, he of course exercising a watchful supervision 
over all. 

He should be familiar with all property and lands 
owned by the company within his jurisdiction; should 
see that its buildings are not misused, and should en- 
deavor to have the team tracks and warehouse, and the 
driveways in and around same, kept in condition as good' 
as, if not better than, those of competing lines, so as to 
make his station more attractive in the eyes of mer- 
chants and business men generally. In making sugges- 
tions, however, to his superintendent in regard to any 
improvement that in his judgment should be made in the 
warehouse, yards or buildings, he should show good 
reasons why such improvements appear to him to be 
necessary. 

He should conduct the service of the station accord- 
ing to civil service rules, having no favorites among 
the employees in any department, but giving them all 
to understand that length of service with the company, 
knowledge of the business, and good work, are the only 
roads to promotion. He should consider carefully every 
important matter that is brought to his attention, taking 
sufficient time to look at it from every point of view 
before making a decision, and should never undertake 
to settle any matter for the company that might involve 
it to any great extent without instructions from his su- 
perior officers, except in cases that require immediate 
action, and in such cases he should report the facts to 
them promptly, giving full explanation as to his hand- 
ling of the matter, and reasons for action taken by him. 

He should pay particular attention to the expenses of 
the station, comparing the pay roll of each month with 



l8 STATION AND TRAIN WORK 

that of the previous month and with the same month 
in the previous year, and if there is any increase he 
should see whether or not the increased business as 
shown by the tonnage justifies the increase in expenses. 
He should endeavor to extend the business of the com- 
pany in every direction, and in order to do this should 
cultivate the acquaintance of the shippers and mer- 
chants of his city, endeavoring to obtain their good will 
and patronage in every possible way consistent with the 
dignity of a gentleman. He should not stoop to un- 
truths or deceit of any kind in endeavoring to get busi- 
ness, as such practices, while they may gain temporary 
advantages, will undoubtedly react against him and the 
company he represents. He should never make any defi- 
nite promises unless he knows positively that they can 
be fulfilled, as every broken promise upon his part will 
more than counteract a half-dozen previous favors that 
he may have been able to extend to the shipper. 

An agent possessing the qualifications herein set forth, 
is a valuable man for any railroad, and can reasonably 
expect that promotion will come to him, in the course 
of time, from either the operating or traffic department, 
in the shape of a superintendency of a division, or as- 
sistant general freight agency of the road."* 

Describing the duties of a railroad agent, in "Rail- 
road Men" Mr. Geo. H. Stevens, General Agent New 
York Central, says : 

"Success comes from a knowledge of details and the 
application of force to the subject-matter. 

"Years ago when freight was billed under class rates, 
work was minimized, but now there are so many special, 
commodity and proportionate rates used, that tariffs and 
special instructions have multiplied until the agent is 



STATION AND TRAIN WORK 19 

obliged to carry a memorandum book in his pocket for 
ready reference. 

"Admitting that an agent knows the letter of his in- 
structions, he still finds it at times very difficult to under- 
stand them, on account of the style of phraseology used. 
Good judgment bridges the gap between no instruc- 
tions and prompt action required, and in this particular 
the agent necessarily has to act independently of either. 

"An agent receives instructions from the operating, 
transportation, traffic and accounting departments — which 
requires him to have a general knowledge of each. 

"A systematic arrangement of labor is a factor not to 
be overlooked, for it is by systematically arranging force, 
and the application of energy, that results are obtained, 
particularly in the matter of expense. 

"In the handling of men, an agent finds the greatest 
use for his knowledge of details. He not only has to ex- 
plain them, but must know that they are carried out in 
accordance with the general arrangement ; otherwise re- 
sults will not be satisfactory, and criticism, which often 
means an erroneous opinion of his capability, will follow. 

"The requirements of the public are at times at va- 
riance with custom and rule, which is not an easy matter 
to explain satisfactorily. To obtain certain results, im- 
position is practiced indiscriminately. This requires the 
agent to use tact and diplomacy, which reminds him that 
his position is one to serve, not only the Company by 
whom he is employed, but the public as well. 

"Responsibility is only a matter of self-reliance, but 
not every one can adapt himself to it. 

"While opportunity plays a prominent part in achiev- 
ing success, it requires knowledge to take advantage of 
it. 



20 STATION AND TRAIN WORK 

"Personal habit has much to do with every man's fu 
hire, particularly so if he would become a leader of, 
or have control over, others. 

"At times recognition seems very remote, but there 
is always an opportune time, and one's ability is bound 
to be recognized sooner or later." 



GENERAL RULES COVERING THE MANAGE- 
MENT OF RAILWAY STATIONS. 

The Agent. The business of a railway station is 
usually placed in charge of a station agent who is un- 
der the immediate direction of the superintendent. 
For faithful service and safe keeping of the company's 
property and money, he must give satisfactory bonds, 
the amount varying according to the importance of the 
station. He must strictly observe the rules and reg- 
ulations covering the business, see that the employees 
at the station properly discharge their duties and that 
all treat the public with courtesy. He should make 
himself thoroughly familiar with the rules of his com- 
pany, particularly with those relating to his own du- 
ties. He must divulge the business affairs of his 
company to none but the proper officials but should at 
all times cheerfully give to the public all information 
to which it is properly entitled. 

Authority of Agents. The agent has control of the 
station-house, sidings and other property of the com- 
pany, is held responsible for the general oversight of 
the same and employees connected therewith. He is 
also held responsible for the care and safety of all 
property of the company and should see that all records 
and tariffs are properly filed for convenient reference. 

Authority at Large Stations. At large points, the 
different departments are given in charge and con- 
trolled separately by a ticket agent, freight agent, bag- 
gage master and yard master. They are all more or 



22 STATION AND TRAIN WORK 

less under the charge of the superintendewcy of the 
station agent, the authority varying on different 
roads. 

The Yardmaster. The yardmaster is under the di- 
rection of the superintendent and has charge of the 
yard and sidetracks of stations where trains are made 
up, the movement of trains therein, and the yard force 
employed at those points. In the absence of the yard- 
master the duties of that official are usually per- 
formed by the agent. 

At Smaller Stations. In addition to other duties 
the agent at smaller stations usually acts as telegraph 
operator, express agent, and baggage master, etc., etc. 

Absence From Duty. Unless by special permission 
from the superintendent, agents are not allowed to ab- 
sent themselves from duty or leave their stations in 
charge of others. 

Classification of Station Business. The business 
which comes under the supervision of the station 
agent may be divided into four separate departments, 
viz., "Freight," "Passenger or Ticket," "Telegraph" 
and "Baggage." "Express" may be added on some 
roads, the agent at smaller stations on most roads 
acting for the Express Company. 

Tariffs in Force. Tariffs are effective until super- 
seded by the issuance of another tariff or by regular 
cancelling or by cancellation through limitation. 

Conducting Correspondence. Communications 

should be given prompt attention, and when received 
from patrons or prospective patrons of the company 
relative to rates or other matters, should be answered 
courteously and as fully as the circumstances demand. 
When communications are addressed to the different 



STATION AND TRAIN WORK 23 

general offices, the printed envelopes usually provided 
should be used. In other cases care should be taken 
to see that the envelopes are correctly addressed. 

Routing. When so requested by shippers or pas- 
sengers, agents should give information regarding the 
various routes with which his company's line connects 
but should not endeavor to influence them in favor of 
any particular route, excepting that preference may be 
given to the "through route" which will give the long- 
est haul to his company at the same time serving equal- 
ly well the interests of the patron. 

FREIGHT FORWARDED. 

Freight Forwarded. When offered to them by ship- 
pers, station agents must receive goods and give the 
proper receipts for all goods in good shipping order, 
plainly marked, except articles which are prohibited 
by the rules of the company. When giving receipts 
for cars loaded by shippers, the receipt should read, 

"Shippers count " "More or less," except where the 

correct amount, etc., is positively known by the agent 
Releases for household goods and for freight of a 
smaller character should be taken in duplicate. 

Shipping Bill. When freight is offered for trans- 
portation a shipping bill giving written shipping di- 
rections must be taken which should be signed by the 
consignor or his representative when the freight is de- 
livered at the depot. The agent or tally man who re- 
ceives the freight should tally same, checking each 
item on the shipping bill and sign his name under the 
check marks made by him after making notation 
"tallied when received." Freight received from connect- 
ing lines, should be treated in the same manner. 



24 STATION AND TRAIN WORK 

Way-Bills. On all freight forwarded from a station, 
way-bills must be made out and delivered to the con- 
ductor of the train taking same. Separate way-bills 
must be made for the contents of each car, and also 
for goods destined to different stations. A way-bill 
is a blank form printed so as to admit of the insertion 
of a detailed record of every consignment of freight. 
Special conditions should be noted on the way-bill. 
When perishable property is being shipped, the words 
"perishable freight" should be noted in red ink on the 
outside of the way-bill. The agent should know by 
examination and count that he actually receives all 
freight for which he gives a receipt. He should also 
know that the marks agree with those indicated on the 
shipping bill and that the goods are correctly des 
cribed. General terms such as "merchandise" or 
"grain" must not be used. When the same kind of 
freight is in packages of varying sizes the number and 
weight should always be shown. 

Way-Bills, How Made. The following essential de- 
tails should be shown on way-bills : The car initials, 
car number, way-bill number, date when forwarded, 
name of the station from which forwarded, name of the 
station at which goods are to be delivered, name of 
the consignor and consignee, the rate, and a full des- 
cription of all articles shipped and other particulars, 
all of which should be entered in the freight forwarded 
book. Conductors should enter their names in proper 
place on way-bill for freight hauled in their trains. 

Copies of Way-Bills. Way-bills are generally writ- 
ten with copying ink and an imprint of them taken on 
tissue sheets although at some of the more important 
stations, in large cities, billing machines similar to the 



The Atchison, Topeka & Santa Fe Railway Company. 

c:;j:;,;q n ft riley ias-- ».'.- sec a: 



rERSEI CITY 



C W MERRITT 



/? WAY-BILL / 

/? — U - H «...2-4?fi3 / 



BX STPD TIN* NSTD 
CRT AXE HDLS 

R 
DELIVER ON B/L ONL 



CARD WAV-BILL MUST BE ATTACHED INOT PASTED) TO THE REGULAR WAV-BILL BEFORE SCNDINC TO AUDIT OFFICE' 

WAV-BILL, WRITTEN BY WAY-BILLING MACHINE. 



STATION AND TRAIN WORK 




26 STATION AND TRAIN WORK 

typewriter are now used. At smaller stations, copies 
of way-bills are usually re-written in a record book. 
The regulations vary on different roads in regard to 
the forwarding of duplicate copies but as a rule dupli- 
cate copies must be forwarded to the proper official 
at the general office. 

Freight Received. The agent should critically ex- 
amine the way-bill delivered with freight from other 
stations to ascertain if all footings, etc., are correct. 

Notifying Consignee. Agents should notify by pos- 
tal card or otherwise the consignee when freight ar- 
rives at a station, giving the amount of the charges. 

Refusing to Accept Freight. If a shipper refuses to 
comply with the company's rules, the agent should 
explain that only by compliance with the terms and 
conditions as set forth in the classification tariffs and 
general rules may freight be accepted by him for trans- 
portation. If the shipper persists in refusing to com- 
ply, the agent will be justified in declining to receive 
freight, but in such a case he should immediately no- 
tify or advise the General Freight Agent, stating the 
particulars. 

Owner's Risk. Freight for shipment to prepaid sta- 
tions is accepted at owner's risk of loss or damage af- 
ter it is unloaded at destination. "O R" meaning 
Owner's Risk must be marked on receipts issued for 
such freight unless a special rule is in force applying 
to same. Household goods are transported at a cheap- 
er rate only when released to $5.00 per hundredweight, 
(cwt.). When it is shipped the bill should be marked 
"O. Rel. Val. $5 cwt." or "O. R." notation should be 
made by the shipper upon the shipping bill, never by 
the agent unless by special instructions. The atten- 



STATION AND TRAIN WORK 27 

tion of the shipper should be directed by the agent to 
the difference in rates when carried at "Owner's Risk" 
and "Carrier's Risk." 

Refusal by Shipper to Sign Releases. If shipper re- 
fuses to sign a release the agent must collect the 
charges (prepaid) to destination only at the increased 
rates for shipments not released. 

Except when shipper has an annual release, all 
freight so described under classification, to be re- 
leased, is subject to release. When shipments of per- 
ishable freight are made from a given point, an agent 
may obtain from the shipper an annual release in du- 
plicate, forwarding original copy to the freight auditor 
and retaining duplicate copy for his business record 
and when accepting freight for shipper having such 
annual release, a notation to the effect that an annual 
release applies thereto, should be noted on the ship- 
ping bill, bill of lading, way-bill and receipt. Agents 
must refuse to accept or forward freight if offered by 
a connecting line without release until the necessary 
conditions have been complied with. The require- 
ments of all release contracts must be fully and prop- 
erly made out when forwarding freight. 

Perishable Property. Property, liable to damage, 
by the weather, when offered for shipment to points 
at which the company has no refrigerator car service, 
should be declined and the shipper referred to the ex- 
press company. When shippers insist upon forward- 
ing -same as freight, agent should accept it only upon 
condition that the entire risk of damage is assumed 
by the shipper. The agent must in such cases properly 
secure a release for such freight, using the prescribed 
form. When perishable property is accepted for 



2 « STATION AND TRAIN WORK 

transportation, it should be taken only upon payment 
of the freight charges to destination or upon a guar- 
antee of the charges, in writing, from a responsible 
party. All goods of doubtful value or perishable 
should be guaranteed when not prepaid. When a spe- 
cial blank is not provided to meet such cases, it will be 
sufficient for the agent to write "charges guaranteed" 
on the bill of lading or other receipt given the ship- 
per. Agents should be careful not to accept guaran- 
tees from irresponsible parties, because if not paid, 
the agent is held responsible for such guarantees. 
Connecting lines delivering freight upon which the 
charges should be guaranteed are required to comply 
with the regulations covering the guarantee of such 
freight and all such guarantees should be made in 
writing. It is not sufficient for an agent to accept 
the guarantee of the original shipper when freight is 
transferred from a connecting line to his own. Before 
forwarding freight from a connecting line, agent should 
demand the regular freight bills and should not re- 
ceipt for freight when accompanied by bills bearing 
such notations as : "Memorandum bill," "Regular bill 
to follow," "Weight and numbers to follow," etc. If 
an agent discovers the marks on packages differ from 
' those in the bill as to the name of consignee, desti- 
nation or route, he should hold shipment, at once no- 
tify the shipping agent of the discrepancy and ask him 
for correct directions for delivery. In the case of per- 
ishable freight, when there is no time to obtain a reply 
by mail, he should communicate the particulars by 
wire. 

Transferring Freight to Other Cars. When freight 
is received or "set out" to be transferred into other 



STATION AND TRAIN WORK 2 Q 

cars, the number and initial of the car to which the 
freight is transferred should be noted in ink on the 
way-bill and the agent making the transfer should sign 
his name in full. Any difference in the tallying 
should be noted in the way-bill, also the original car 
number as well as No. of the car into- which the freight 
has been transferred should be shown. If the ship- 
ment is in carload lots or is made in through cars and 
so are not checked or transferred the way-bill should 
show a notation to that effect. 

"Mem" Bills. These are used in billing cars of 
company's material when the agent has had no time 
to make a regular bill. When used, regular way-bills 
should follow by first mail to station to which .the 
shipment was consigned as shown on the "mem" or 
card bill. These should show the numbers and in- 
itials of cars, destination, name of Superintendent or 
other official by whose authority they were way- 
billed and the signature of the agent at station from 
which the shipment originated. 

"Over," "Short" and "Damaged" Reports. Regular 
forms are furnished for the purpose of making these 
reports which should be filled out and forwarded 
promptly in accordance with the printed instructions 
given on each. The agent should advise the freight 
claim agent when such "over," "short" or damaged 
claims have been properly accounted for, rectified or 
disposed of. The freight claim department number, 
known as the F. C. D. number should be shown on the 
stub at the bottom of the "over," "short" or "damaged" 
report which is torn off and returned to the agent 
showing the number by which such report may be iden- 
tified in the office of the freight claim agent.- When 



30 STATION AND TRAIN WORK 

these stubs have been received from the freight claim 
agent by the station agent, they should be written in 
the "over," "short" and "damaged" copying book and 
the stubs fastened over the reports, in that book, to 
which they refer. 

Over-charge, Loss or Damage. Claims for over- 
charge, loss or damage should be immediately for- 
warded to freight claim agent together with an item- 
ized bill of the claim, bill of lading or shipper's receipt 
given for the shipment. The original freight bill and 
original invoice, copies of way-bill and all notations 
thereon, duplicate copies of short or bad order reports 
and any and all information which the agent has or 
may be able to obtain in relation to the claim. If the 
claimant declines to hand over the original invoice, the 
agent should examine it, and then certify that the 
claim is made at the invoice price. When a claim 
has been presented for freight lost, which is afterwards 
found, the freight claim agent should be notified. 

PASSENGER OR TICKET DEPARTMENT. 
Ticket agents or station agents in charge of selling 
tickets at stations are required to furnish all necessary 
facilities to pasengers for the purchase of tickets. 
They should have their offices open at least half an 
hour prior to the departure of each train carrying pas- 
sengers. The tariffs, circulars, books of instruction, 
time-tables and other equipment should be kept in 
methodical order, ready for instant reference or use. 
Ticket agents and agents in charge of selling tickets 
should be well informed regarding the time of trains 
scheduled to carry passengers, routes, fares, and avail- 
able connections. They should study the various kinds 



STATION AND TRAIN WORK 3! 

of tickets and their arrangement in the ticket cases, 
the circulars and other information regarding fares and 
the tariffs. They should also be thoroughly familiar 
with the map of the railroad and also with the con- 
tents of the manual or book of instructions issued by 
the company. 

Classification of Tickets. Tickets may be classed 
as follows : First class, second class, local or coupon, 
half, commutation, excursion, special, interline, and 
mileage-books. Tickets are local when used only on 
the line of road which issues them. They are inter- 
line when used for a continuous journey over more 
than one railroad. Fares are # quoted in the various 
tariffs known as local tariffs and interline tariffs, both 
joint and individual. "Observance of tariffs, rates 
and regulations is required, both as a necessity of 
proper accounting and in compliance with the inter- 
state commerce law and similar state laws."* 

Coupon or Interline Tickets. A coupon ticket is one 
having two or more coupons. It may be local or in- 
terline. Interline tickets are first and second class 
colonist, settlers, immigrant one way, round trip tour- 
ist, home-seekers, excursion, special excursion for 
meetings, holiday excursion, etc. They have a form 
of contract with provision for limitation by "punch- 
out" in the margins. Sometimes a space is provided 
for the signature of the passengers, sometimes for a 
description of the passenger by punch holes. 

Dating Tickets. Every ticket sold, regardless of its 
form, should be plainly stamped on the back with the 
date of sale, stamped or perforated with the dating 
machine or stamp provided for that purpose. When 
interline, coupon or tourist tickets are sold, each cou- 

*Meyer. 



32 STATION AND TRAIN WORK 

pon and also that part of the ticket containing the con- 
tract must be thus stamped : "Agents should be par- 
ticularly careful to change the date of their dating 
stamps, before commencing the sale of tickets for 
trains leaving after midnight thus insuring the proper 
legal date from midnight to midnight of the day on 
which the ticket is sold."* 

Writing on Tickets. When it is necessary to write 
on tickets it should be done with pen and ink and the 
writing should be plain. The name of the station 
should be followed by the name of the state on ac- 
count of the similarity in the names of stations in va- 
rious states. When a mistake is made in writing, 
punching, stamp or otherwise, alterations should not 
be made on the ticket but a new one should be issued 
properly filled out and stamped. The spoilt one should 
be marked "Void," by writing that word across the 
contract and each coupon, and sent to ticket auditor 
with a report. 

Supplies. Agents should watch their stock of tick- 
ets closely and always keep on hand a sufficient quan- 
tity of active forms. When making a requisition to 
the general passenger agent it should be done in good 
time, at least ten days in advance of possible needs. 
A separate requisition should be used for the different 
kinds of tickets required. 

Arrangement of Ticket Cases. Forms of tickets for 
temporary use for special occasions only, should have 
a special place in the ticket-case convenient for any un- 
usual demand liable to occur. Tubes are usually pro- 
vided in case for card tickets, the arrangement of 
which may be either alphabetical or geographical. 
Hooks are provided for simplex, coupon or similar 






STATION AND TRAIN WORK 33 

tickets and these are usually kept in numerical order 
of their forms although some roads desire them kept 
by other arrangement. Interline tickets are kept 
either in numerical order by their form numbers or al- 
phabetical by name of terminal line as shown in charts 
or forms. 

Responsibility of Agents for Tickets. Tickets fur- 
nished to an agent are charged to him. Therefore the 
utmost care should be taken to prevent loss. The 
ticket-case should be kept locked, and never opened 
except for the sale of tickets or for checking purposes. 
Much anxiety and trouble may be avoided by care be- 
ing used to not mislay tickets and to properly care for 
tickets marked "Void" and to guard against tickets 
falling down at back of case and being lost. It is a 
safe plan and one usually followed by careful agents 
to keep in the safe such tickets as mileage-books, ex- 
cess-baggage — book-tickets, commutation tickets, pre- 
paid orders, etc. 

BAGGAGE DEPARTMENT. 

Baggage. The term "baggage" should be applied 
only to passengers' personal effects, consisting of wear- 
ing apparel and other things necessary for their jour- 
ney. For each full ticket, the weight limit on nearly 
all roads is 150 lbs. Weight in excess of 150 pounds 
must be charged for as "Excess baggage" at the pre- 
scribed rates as given in the tariff. 

Baggage, How Packed. Personal effects and wear- 
ing apparel of passengers should be packed in trunks 
for checking, although valises, satchels, suit-cases and 
leather hat-boxes, may be received and checked. 
Sometimes camp equipages, the properties of theatri- 
cal companies, emigrant effects packed in bags, also 



34 STATION AND TRAIN WORK 

sailor's bags are offered as baggage for checking, and 
if securely fastened may be accepted and checked. 
If, however* trunks, satchels or other articles have 
bundles tied to them or if two pieces of baggage are 
fastened together with a rope or strap they must not 
be checked until separated. 

Examining Baggage Before Checking. Before 
giving checks for baggage, examination should be 
made to see whether locks or hinges are broken or 
missing, or locks unfastened. If baggage is found in 
a condition which renders it risky for transportation, 
it should be rendered as safe as possible by the pas- 
senger, the baggage-master or agent assisting when 
practicable. Such baggage is known and described as 
"Bad Order" and should be so designated against its 
number in the daily report. 

Transferring Baggage at Junctions, etc. Baggage 
transferred at transfer points should be examined, if 
found in bad order, the attention of the person from 
whom it is received should be called to its condition 
and the customary notation made in the daily report. 
Special reports in writing of "Bad Order" baggage on 
the prescribed form should likewise be made to the 
general baggage agent. 

Baggage Destined to Stations Without Agents. 
When baggage is checked to "no agent stations" the 
passenger should be informed of the fact that as no 
agent will be at destination the train-baggage-master 
must have checks given to him before train arrives in 
order that He may put off the baggage. It should be 
explained that without such surrender of checks the 
baggage would be carried to the first station beyond at 
which there is an agent. 



STATION AND TRAIN WORK 35 

Baggage "Over" and "Short." Baggage "over" or 
"on hand" for any reason should have an ("on hand") 
"O. H." tag attached thereto, showing date, train, and 
conductor, from whom received, also the number of the 
over, short and damaged — ("O. S. & D.") report made 
regarding it. 

If baggage is "short" when duplicate checks are of- 
fered, the letters in full, numbers, date of issue, and 
station issued at, route, etc., should be immediately tel- 
egraphed to the general baggage agent. When bag- 
gage so reported is subsequently received, the general 
baggage agent should be notified. 

Monthly Reports of Baggage. Monthly reports 
vary in detail. Different roads have different require- 
ments, generally speaking however, a monthly report 
shows the number of pieces of baggage received and 
forwarded and total amount collected for excess bag- 
gage. Sometimes the report provides for compari- 
son showing increase or decrease with the correspond- 
ing month of the previous year. . 

Unclaimed Baggage Reports. Reports which des- 
cribe the kind of baggage, marks, check numbers, 
destination, etc., on hand unclaimed, should be made 
weekly to the general baggage agent. This report is 
usually made to also cover what supplies of station- 
ery, checks, etc., are on hand. 

Responsibility for Baggage. Agents and others 
who have the handling or care of baggage cannot be 
too careful. Many claims for damage and loss which 
railway companies have paid might have been prevent- 
ed by the exercise of more care on the part of those 
responsible. Baggage should be put in the baggage- 
room, directly after delivery from train, if left on plat- 



36 STATION AND TRAIN WORK 

form it should be watched. Passengers, expressmen, 
hackmen and others should not be permitted to remove 
checks from baggage. By exercising due precaution 
loss of baggage through pieces being taken away by 
mistake or by theft may be obviated. Before delivery 
checks must be correctly matched. No person not 
having business there should be allowed in the bag- 
gage room and when the agent or person in charge 
is absent doors and windows should be closed and se- 
curely fastened. 

Note : — The following rules are in force on the Chi- 
cago & Northwestern System. They cover the essen- 
tial points which all companies require of their agents. 
Each company has its own rules, but with a few minor 
differences, necessary because of local conditions, they 
are much the same. 

''Station agents are not allowed to be absent without 
leave from superintendent, except through illness, in 
which case they must immediately inform superin- 
tendent and arrange for some competent person to dis- 
charge their duties." 

"They must at all times see that their offices, wait- 
ing rooms, freight houses and platforms are kept in a 
clean and orderly condition ; that all grass, straw, or 
other combustible material is promptly removed from 
depot grounds and premises ; that stock yards are kept 
in good order and ready for use, and that closets re- 
ceive the same careful and daily attention as waiting 
rooms and offices." 

"Agents will be held responsible for the position of 
switches and cars at their stations. Switches must be 
set and locked for the main track, except when in use. 
Agents must know before leaving their stations at 






STATION AND TRAIN WORK \7 

night that all switches are locked for the main track, 
and that cars have the brakes set or are otherwise se- 
cured, so that they cannot be moved by the wind, or 
their position changed so as to interfere with the pas- 
sage of trains on the main track." 

"Keeping switch and semaphore lights in good con- 
dition is of the utmost importance. To this end agents 
will have them taken down every morning, refilled, the 
lenses carefully cleaned, and put back in the evening. 
They must be kept under cover when not in use." 

"They are required to use every effort to secure 
the prompt dispatch of cars, and will have way-bills 
ready promptly, so that trains will not be delayed. 
They must see that empty, as well as loaded cars, are 
taken by trains at the earliest possible moment, sub- 
ject to order of the train dispatcher." 

"Whenever any company material in carloads is re- 
ceived at any station, for which there is no disposition, 
agent will report them to chief train dispatcher at once, 
by wire, giving contents and any other information he 
may have, so that it may be arranged to have them un- 
loaded promptly." 

"Through freight must not be loaded into a car con- 
taining freight for way stations, except where it is ab- 
solutely necessary." 

"Give particular attention to the loading and unload- 
ing of stock. Agents will render all possible assist- 
ance in loading and unloading of stock, and must see 
that cars are in proper condition, and that doors are 
securely fastened before leaving station." 

"In loading hay, straw, tow and similar freight that 
is liable to catch fire, agents will be particular to se- 
lect tight cars and see that all openings are closed 



$8 STATION AND TRAIN WORK 

and securely fastened. Such cars must be distinctly- 
marked with the card that is furnished for that pur- 
pose, one card being placed on each side of car." 

"Agents are required to see that cars are properly 
loaded, to obtain, if possible, the maximum capacity, 
and not permit an overload to exceed ten per cent of 
marked capacity. It is important that load be distrib- 
uted evenly securely staked, and that no projections 
extend over ends of cars." 

"No agent is excusable for allowing perishable prop- 
erty to spoil on his hands. When such property is re- 
ceived and is refused or unclaimed by the consignee, 
notice should be sent to assistant claim agent by wire 
of that fact ; and forward to him by first train copy of 
the way-bill for the freight, together with report as 
to value of property and why same is refused, or, if 
unclaimed, state whether consignee's whereabouts is 
known to agent, and name and address of shipper, if 
known." 

"Freight, baggage and other articles must not be 
allowed to stand upon depot platforms where they 
might cause accident or inconvenience tot passengers 
or employes, or receive damage from weather." 

"Agents will not allow a car to stand upon main 
track to be loaded or unloaded without special permis- 
sion, in each case, from superintendent." 

"Agents will see that conductors of freight trains 
do not block public crossings longer than five minutes." 

"Agents will decline to allow any boards, posters 
or advertising matter to be placed on the company's 
cars, except such cards as are furnished by the com- 
pany, as "time freight" cards, or cards of direction. 
At destination and at [unction stations with other di- 



STATION AND TRAIN WORK 39 

visions, or foreign roads, agents will remove all ad- 
vertising matter that is not authorized by the above or 
by special instructions." 

"Agents must keep doors of their freight houses 
closed and securely locked at all times when proper 
employes are absent. They will not permit delivery 
of any freight except in the presence of themselves or 
representatives." 

"Tickets must not be sold for stations at which trains 
do not stop, or for trains that do not carry passen- 
gers." 

"Tickets must not be sold to persons not in condi- 
tion to care for themselves, unless accompanied by a 
proper person, nor must tickets be sold for excur- 
sion or extra trains unless so authorized." 

"Ticket offices must be open at least thirty minutes 
before arrival of trains that stop, and kept open un- 
til trains have passed." 

"Station agents, who also act as agents of any ex- 
press or other company, must give preference to duties 
of the business pertaining to the railway company." 

"Agents will promptly advise superintendent, either 
by wire or mail, of any unusual events that have oc- 
curred in their neighborhood, which are of general in- 
terest or importance, such as fires, disasters, deaths of 
prominent persons, etc." 

"Agents will familiarize themselves with and obey 
instructions of other departments." 



PASSENGER CONDUCTOR. 

The first duty of a conductor is to be absolutely certain 
that his train is perfectly protected and safe, protected 
against accidents by being supplied with the proper sig- 
nals ; and in case a train is delayed, to see that the rear 
man goes back with danger signals to warn an approach- 
ing train. This is a very important duty, and no con- 
ductor can be too careful in properly protecting his train, 
as many accidents have happened by short flagging. 

He must know his engineer and men, and keep in touch 
with them, and notify them of all orders received, and 
must know and be familiar with all signals and orders 
received from train master and other officials. 

He must be vigilant and watchful — careful as to the 
safety and comfort of the passengers and property en- 
trusted to his care, always keeping in mind that he repre- 
sents the owners and officials of the railway he is em- 
ployed upon — and, as he is the man who comes directly 
in contact with the public as the representative of the rail- 
way company, he must be a good judge of human nature 
and be thoughtful and intelligent in the transaction of 
the company's business affairs, careful not to allow any 
loss to occur on any account, and be courteous, gentle- 
manly and business-like, always endeavoring to avoid 
giving offense to any one. 

He should also see that the cars are clean and properly 
heated and well ventilated. At each terminal he should 
make correct reports of all trains and the time, and re- 
turn same to the proper officials. Before starting on a 
40 






STATION AND TRAIN WORK 41 

trip he should know that his train has been properly in- 
spected, that he has the authority for the movement of all 
cars in his train, that the air brakes are in proper work- 
ing order, that he has the proper train orders or clearance 
in his possession to move, and that all over-due trains 
have arrived and departed, and that he has the right of 
track to proceed before giving the signal that starts the 
train. While train is running, it is his duty to keep a 
sharp lookout to see if any of the journals are running 
hot, brake-shoes sticking, etc. 

Not only does the responsibility for the safety of the 
train devolve upon the conductor, calling for an everlast- 
ing alertness while on the road, but the numerous forms 
of transportation must be watched, and the bulletins and 
instructions carried out. It is an easy matter for a con- 
ductor to involve his company in a suit by improperly 
handling a "crank" who has been sold a ticket to a point 
at which the train does not stop, or one whose transporta- 
! tion is questionable. There are a great many things 
which must be left to the conductor's judgment, as all 
emergencies cannot be covered by in:tructions. 

In the collection of transportation he must be careful 
not to accept any ticket or pass the limit of which has 
expired, or one that has been advertised as lost or stolen. 
He must be familiar with all forms of tickets issued by 
other roads, and be able to answer all questions intelli- 
gently in regard to connections, leaving time of trains 
at junction points, etc. In fact he is a walking encyclo- 
paedia and timetable, all of which must be done in a pleas- 
ant manner, as the popularity of the road depends in a 
great measure on the way passengers are treated by the 
employees. 



42 STATION AND TRAIN WORK 

The duties of the conductor vary according to the run, 
whether it is local or a through run. On a through run 
a conductor reports in full uniform thirty minutes before 
leaving time, inspects train and reports any defects to the 
division superintendent or other proper officer to whom 
such reports are to be made; sees that trainmen are on 
duty in full uniform and that it is neat and clean ; ascer- 
tains engine number, engineer and fireman's names, num- 
ber and names of coaches in train ; makes out wheel re- 
port to Car Accountant ; and during the trip makes out 
trip report, showing time of train passing different sta- 
tions ; makes a notation of detention and causes for same, 
and reports them by wire at division terminal to Division 
Superintendent; collects. transportation in coaches and in 
sleeping cars ; collects transportation of passengers to 
destination of car, enclosing it after detaching his coupon 
in separate envelopes, one for each sleeper, and turns 
them over to connecting conductor at junction point. 

On arrival at end of his run he makes out cash report 
showing cash collected during trip and also makes out 
mileage report of tickets, turning them in with all col- 
lections to the proper officer on his line to whom they 
should be sent. 

Diplomacy and tact are essential in bringing harmony 
out of confusion, in preventing complaints from real or 
fancied grievances, and in avoiding claims for damages 
when conciliation as a preventive may be successful. 

The conductor being the captain of his train, should 
instill in the members of his crew the principles of effi- 
ciency, deportment, studiousness in their efforts to prac- 
tice economy, fidelity to the interests of their employers 
and the comfort and convenience of passengers entrusted 
to their care. 



STATION AND TRAIN WORK 43 

While acting as a passenger conductor, he should di- 
rect his attention toward the several branches connected 
with the operating department, acquainting himself (at 
times when it does not interfere with his own duties) 
with the men on the line in a general way, the duties 
of the agents and operators, as well as all other employees 
m the operating department, how many loaded and 
empty cars the different size engines are capable of 
handling over the different parts of the line, whether 
there have been any changes in the number of loaded 
and empty cars that is considered a full train, owing 
to the changes in the capacity of cars or engines, since 
he served as a freight conductor, how the passenger 
and freight trains are switched and the yards handled 
at the different points along the line, which way the 
tide of business is from time to time, etc., so that if the 
train master is promoted, transferred, dismissed or re- 
signs, he can, without being unreasonable, figure that 
he may be called upon to fill the vacancy. 

FREIGHT CONDUCTOR. 

The freight conductor must show his ability in a dif- 
ferent manner. The through freight man is in a class by 
himself. His duties are to get over the road with as 
much dispatch as possible, keep the dispatcher posted as 
to how his train is moving, and by so doing help the dis- 
patcher make his meeting points for him. The local con- 
ductor comes last, but not least. He is born, not made. 
His duties are endless. He can make himself valuable 
to his company, but to do so depends a good deal on his 
disposition, as he comes more in contact with the patrons 
'of the road than his brother on the through freight. 

A young man while acting as an extra freight con- 
ductor, when it comes to the matter of running on short 



44 STATION AND TRAIN WORK 

time against, or ahead of, a superior train, or about 
as close time as old and experienced conductors would 
attempt to run on, should, as in everything else, make 
safety the first consideration, and not go, as he has 
not established a reputation as a conductor, and if every- 
thing does not work as anticipated and trouble ensues, 
his future on that road is injured for a year or more, 
if not for all time. 

He should perform his whole duty as a conductor, 
and should never depend upon his engineer or brakemen 
to do a part of it. While running between stations, and 
not otherwise engaged, he should ride in the cupola 
of the caboose, so as to be able to assist promptly, should 
it become necessary to make an emergency stop, on ac- 
count of a disabled engine, car in train breaking down, 
train parting, etc. 

When expecting to stop at a station for the purpose 
of doing work he should go forward as the train ap- 
proaches the station instead of waiting to be drawn to the 
station platform in caboose. He should see that the 
switching is carefully done. If in his opinion his engine 
can draw one or two more cars over a certain piece of 
track than her "rate," if the tide of business is in that di- 
rection, he should haul them. In short, he should run his 
train in the interest of the company, just as he would if he 
owned the road, and where he notices that an improve- 
ment can be made, even though it is not directly in his 
line of business, he should lay the matter before his su- 
perior officer. He should make his reports at the end 
of each trip, and answer all correspondence promptly. 

He should be especially watchful not to become in- 
fluenced by, or associated with, railroad men or others, 
who incline toward gambling, regardless of their posi- 



STATION AND TRAIN WORK 45 

tion as compared with his own. He should at all times 
conduct himself in a gentlemanly manner and should 
leave nothing undone in regard to learning the duties 
of a passenger conductor, as he may be called upon at 
any time, on account of sickness or death, or urgent 
business, to run a passenger train to the next terminal, 
or to remain on the run for a time. Upon his actions 
in connection with this trial, his doing a certain percen- 
tage of the extra passenger running, acting as conductor 
of special trains, etc., depends to quite a great extent. 



THE STANDARD CODE TRAIN RULES. 

AMERICAN RAILWAY ASSOCIATION. 
GENERAL RULES. 

A. Employes whose duties are prescribed by these 
rules must provide themselves with a copy. 

B. Employes must be conversant with and obey the 
rules and special instructions. If in doubt as to their 
meaning they must apply to proper authority for an ex- 
planation. 

C. Employes must pass the required examinations. 

D. Persons employed in any service on trains are 
subject to the rules and special instructions. 

E. Employes must render every assistance in their 
power in carrying out the rules and special instructions. 

F. Any violation of the rules or special instructions 
must be reported. 

G. The use of intoxicants by employes while on duty 
is prohibited. Their use, or the frequenting of places 
where they are sold, is sufficient cause for dismissal. 

H. The use of tobacco by employes when on duty in 
or about passenger stations, or on passenger cars is pro- 
hibited. 

J. Employes on duty must wear the prescribed badge 
and uniform and be neat in appearance. 

K. Persons authorized to transact business at sta- 
tions or on trains must be orderly and avoid annoyance 
to patrons. 

4 6 



STATION AND TRAIN WORK 47 

L. In case of danger to the Company's property, em- 
ployes must unite to protect it. 

DEFINITIONS. 

Engine — A locomotive propelled by any form of 
energy. 

• Train — An engine, or more than one engine coupled, 
with or without cars, displaying Markers. 

Regular Train — A train authorized by a time-table 
schedule. 

Section — One of two or more trains running on the 
same schedule displaying signals, or for which signals 
are displayed. 

Extra Train — A train not authorized by a time-table 
schedule. It may be designated as : 

Extra — For any extra train, except work extra. 

Work Extra — J For work train extra. 

Superior Train — A train having precedence over other 
trains. 

Train of Superior Right — A train given precedence by 
train order. 

Train of Superior Class — A train given precedence by 
the timetable. 

Train of Superior Direction — A train given preced- 
ence in the direction specified in the time-table as be- 
tween trains of the same class. 

Note— Superiority by direction is limited to single 
track. 

Time-table — The authority for the movement of reg- 
ular trains subject to the rules. It contains the classified 
schedules of trains with special instructions relating 
thereto. 

Schedule — That part of a time-table which prescribes 
class, direction, number and movement for a regular 
train. 



48 STATION AND TRAIN WORK 

Division— That portion of a railway assigned to the 
supervision of a . 

Subdivision — A part of a division so designated on 
the timetable. 

Main Track — A track extending through the yards 
and between stations, upon which the current of traffic 
may be in either specified direction. 

Single Track — A track upon which trains are operated 
in both directions. 

Double Track — Two main tracks, upon one of which 
the current traffic is in a specified direction, and upon 
the other in the opposite direction. 

Current of Traffic — The movement of trains on a main 
track in one direction, specified by the rules. 

Station — A place designated on the time-table by 
name, at which a train may stop for traffic, or to enter 
or leave the main track, or from which fixed signals are 
operated. 

Siding — An auxiliary track for meeting or passing 
trains, limited to the distance between two adjoining 
telegraph stations. 

Fixed Signal — A signal of fixed location indicating a 
condition affecting the movement of a train. 

Note to Definition of Fixed Signals — The definition of 

This definition covers such signals as slow boards, 
stop boards, yard limits, switch, train order, block, inter- 
locking, semaphore, disc, ball or other means for indicat- 
ing stop, caution or proceed. 

Yard — A system of tracks within defined limits pro- 
vided for the making up of trains, storing of cars and 
other purposes, over which movements not authorized 
by time-table, or by train orders, may be made, subject 
to prescribed signals and regulations. 






STATION AND TRAIN WORK 49 

Yard Engine — An engine assigned to yard service and 
working within yard limits. 

Pilot — A person assigned to a train when the engine- 
man or conductor or both are not fully acquainted with 
the physical character or running rules of the road, or 
portion of the road, over which the train is to be moved. 

RULES FOR SINGLE TRACK. 

STANDARD TIME 

I; Standard Time obtained from observatory 

will be telegraphed to all points from designated offices 
at , m. daily. 

NOTE to Rule i. — In order to detect possible errors 
at junction points and to secure uniformity, the Commit- 
tee recommends that the time be disseminated to all 
points at the same hour. The Committee considers it 
of great importance that the time be obtained from some 
observatory of recognized standing. 

2. Watches that have been examined and certified 
to by a designated inspector must be used by the con- 
ductor, enginemen and — *. The certificate in pre- 
scribed form must be renewed and filed with 

every . 

*The committee recommends that in filling the blank 
each company add such other classes of employes as it 
may desire. 

(Form of Certificate.) 

CERTIFICATE OF WATCH INSPECTOR. 

This is to certify, that on 19. . . . 

the watch of 

employed as on the 

was examined by me. It is correct and reliable, and in 



50 



STATION AND TRAIN WORK 



my judgment will, with proper care, run within a varia- 
tion of thirty seconds per week. 

Name of maker 

Brand 

Number of Movement 

Open or Hunting Case ' 

Metal of Case * 

Stem or Key Winding 

Signed, 

Inspector. 
Address 

3. Watches of conductors, enginemen and * 

must be compared, before starting on each trip, with a 
clock designated as a Standard Clock. The time when 
watches are compared must be registered on a pre- 
scribed form. 

NOTE to Rule 3. — The conditions under which con- 
ductors and enginemen whose duties preclude access to 
a standard clock are required to obtain standard time, 
vary so much on different roads that the Committee 
recommends that each adopt such regulations to cover 
the case supplementary to this rule, as may best suit 
its own requirements. 

TIME-TABLES. 

4. Each timetable, from the moment it takes effect, 
supersedes the preceding timetable, and its schedules take 
effect on any division (or subdivision) at the leaving 
time at their initial stations on such division (or subdi- 
vision). But when a schedule of the preceding timetable 
corresponds in number, class, day of leaving, direction, 
and initial and terminal stations, with a schedule of the 
new timetable, a train authorized by the preceding 



STATION AND TRAIN WORK 5* 

timetable will retain train orders and assume the schedule 
of the corresponding number of the new timetable. 

Schedules on each division (or subdivision) date from 
their initial stations on such divisions (or subdivisions). 

5. Not more than two times are given for a train at 
any station ; where one is given, it is unless otherwise 
indicated the leaving time ; where two, they are the arriv- 
ing and leaving time. 

Unless otherwise indicated, the time applies to the 
switch where an inferior train enters the siding; where 
jthere is no siding, it applies to the place from which fixed 
signals are operated; where there is neither siding nor 
fixed signal, it applies to the place where traffic is re- 
ceived or discharged. 

Schedule meeting or passing points are indicated by 
figures in full-faced type. 

Both the arriving and leaving time of a train are in 
full-faced type when both are meeting or passing times, 
or when one or more trains are to meet or pass it be- 
tween those times. 

When trains are to be met or passed at a siding ex- 
tending between two adjoining stations, the time at each 
end of the siding shall be shown in full-faced type. 

Where there are one or more trains to meet or pass 
; a train between two times, or more than one train to 
meet a train at any station, attention is called to it by 

NOTE to Rule 5. — The Committee recommends that 
each company adopt such method as it may prefer in fill- 
ing the blank. 

6. The following signs when placed before the figures 
of the schedule, indicate : 

s — Regular stop. 



52 STATION AND TRAIN WORK 

"F — Flag stop to receive or discharge passengers or 
freight. 
— Stop ior meals. 
L" — Leave. 
"A" — Arrive. 

SIGNAL RULES. 

7. Employes whose duties may require them to give 
signals must provide themselves with the proper appli- 
ances, keep them in good order and ready for immediate 
use. 

8. Flags of the prescribed color must be used by day, 
and lamps of the prescribed color by night. 

9. Night signals are to be displayed from sunset to 
sunrise. When weather or other conditions obscure day 
signals, night signals must be used in addition. 

VISIBLE SIGNALS. 

ID. COLOR SIGNALS. 

(a) Color, Red. — Indication. — Stop. 

(b) . — Proceed, and for other uses prescribed 

by the rules. 

(c^> . — Proceed with caution, and for other uses 

prescribed by the rules. 

(d) Green and white. — Flag stop. See Rule 28. 

(e) Blue. — See Rule 26. 

NOTE to Rule 10. — The Committee has omitted giv- 
ing the colors of signals "b" and "c" in Rule 10, leaving 
it discretionary with each road to use such colors as it 
may prefer. 

11. A fusee on or near the track, burning red, must 
not be passed until burned out. When burning green it 
is a caution signal. 



if 



STATION AND TRAIN WORK 53 

12. HAND, FLAG, AND LAMP SIGNALS. 

(a) Manner of Using, Swung across the track. — In- 
dication. — Stop. 

(b) Raised and lowered vertically. — Proceed. 

(c) Swung vertically in a circle at half-arm's length 
across the track when the train is standing. — Indication, 

'Back." 

(d) Swung vertically in a circle at arm's length 
across the track, when train is running. — Train has 
parted. 

(e) Swung horizontally above the head when the 
train is standing — "Apply air-brakes." 

(f) Held at arm's length above the head, when train 
is standing — Release air-brakes. 

13. Any object waved violently by anyone on or 
near the track is a signal to stop. 

AUDIBLE SIGNALS. 

14. Engine Whistle Signals. 

Note. — The signals prescribed are illustrated by "a" 

for short sounds ; " " for longer sounds. The sound 

of the whistle should be distinct, with intensity and dura- 
tion proportionate to the distance signal is to be conveyed. 

(a) o Stop. Apply brakes. 

(b) . . . .Release brakes. 

(c) 000 Flagman go back and protect 

rear of train. 

(d) . . . .Flagman return from west or 

south. 

(e) . .Flagman return from east or 

north. 

(i) .When running, train parted; to 

be repeated until answered by signal prescribed by Rule 



54 STATION AND TRAIN WORK 

12 (d). Answer to 12 (d). 

(g) 00 Answer to any signal not other- 
wise provided for. 

(H.) 000. . . .When train is standing back. Answer 
to 12 (c) and 16 (c). When train is running, answer 
to 16 (d). 

( j ) 0000 Call for ' signals. 

(K.) — 00... To call the attention of yard engines, 
extra trains or trains of the same or inferior class or 
inferior right of signals, displayed for a following sec- 
tion. 

(1) 00. .Approaching public crossings at 

grade. 

(m) Approaching stations, junctions 

and railroad crossings at grade. 

A succession of short sounds of the whistle is an alarm 
for persons or cattle on the track. 

15. The explosion of one torpedo is a signal to stop; 
the explosion of two not more than 200 feet apart is a 
signal to reduce speed, and look out for a stop signal. 

16. AIR-WHISTLE OR BELL-CORD * 

SIGNALS. 
Sound. Indication. 

(a) Two When train is standing, start. 

(b) Two When train is running, stop at once. 

(c) Three When train is standing, back the 

train. 

(d) Three When train is running, stop at next 

station. 

(e) Four W 7 hen train is standing, apply or re- 
lease air-brakes. 

(f) Four When train is running, reduce speed. 



STATION AND TRAIN WORK 55 

(g) Five When' train is standing, call in flag- 
man. 

(h) Five When train is running, increase 

speed. 

TRAIN SIGNALS. 

17. The head-light will be displayed to the front 
of every train by night, but must be concealed when 
a train turns out to meet another and has stopped clear 
of main track, or is standing to meet trains at the end 
of double track or at junctions. 

18. Yard engines will display the head-light to the 
front and rear by night. When not provided with a 
head-light at the rear, two white lights must be displayed. 
Yard engines will not display markers. 

19. The following signals will be displayed one on 
each side of the rear of the train, as markers, to indicate 
the rear of the train : By day, green flags. By night, 
green lights to the front and side, and red lights to the 
rear, except when the train is clear of the main track, 
when green lights must be displayed to the front, side and 
rear. 

20. All sections, except the last, will display two 
green flags and, in addition two green lights by night, 
in the places provided for that purpose on the front of 
the engine. 

21. Extra trains will display two white flags and in 
addition, two white lights by night, in the places provided 
for that purpose on the front of the engine. 

22. When two or more engines are coupled, the lead- 
ing engine only shall display the signals as prescribed by 
Rules 20 and 21. 

23. One flag or light displayed where in Rules 19, 20 



56 STATION AND TRAIN WORK 

and 21 two are prescribed, will indicate the same as two; 
but the proper display of all train signals is required. 

24. When cars are pushed by an engine (except when 
shifting or making up trains in yards), a white light must 
be displayed on the front of the leading car by night. 

25. Each car on a passenger train must be connected 
with the engine by a communicating signal appliance. 

26. A blue flag by day and a blue light by night, 
displayed at one or both ends of an engine, car or train, 
indicates that workmen are under or about it. When thus 
protected it must not be coupled to or moved. Workmen 
will display the blue signals and the same workmen are 
alone authorized to remove them. Other cars must not 
be placed on the same track so as to intercept the view 
of the blue signals, without first notifying the workmen. 

USE OF SIGNALS. 

27. A signal imperfectly displayed, or the absence of 
a signal at a place where a signal is usually shown, must 
be regarded as a stop signal, and the fact reported to 
the . 

28. A combined green and white signal is to be used 
to stop a train only at the flag, stations indicated on its 
schedule. When it is necessary to stop a train at a point 
that is not a flag station on its schedule, a red signal must 
be used. 

29. When a signal (except a fixed signal), is given 
to stop a train, it must, unless otherwise provided, be 
acknowledged as prescribed by Rule 14 (g) or (h). 

30. The engine-bell must be rung when an engine is 
about to move. 

31. The engine-bell must be rung on approaching 
every public road crossing at grade, and until it is passed ; 



STATION AND TRAIN WORK 57 

and the whistle must be sounded at all whistling-posts. 

32. The unnecessary use of either the whistle or the 
bell is prohibited. They will be used only as prescribed 
by rule or law, or to prevent accident. 

33. Watchmen stationed at public road and street 
crossings must use red signals only when necessary to 
stop trains. 

SUPERIORITY OF TRAINS. 

71. A train is superior to another train by right, class, 
or direction. 

Right is conferred by train order ; class and direction 
by timetable. 

Right is superior to class or direction. 

Direction is superior as between trains of the same 
class. 

72. Trains of the first class are superior to those of 
the second ; trains of the second class are superior to 
those of the third; and so on. 

Trains in the direction specified by the timetable are 
superior to trains of the same class in the opposite direc- 
tion. 

73. Extra trains are inferior to regular trains. 

MOVEMENT OF TRAINS. 

S,2. Timetable schedules, unless fulfilled, are in effect 
for 12 hours after their time at each station. 

Regular trains 12 hours behind either their schedule 
arriving or leaving time at any station lose both right and 
schedule, and can thereafter proceed only as authorized 
by train order. 

83. A train must not leave its initial station on any 
division (or sub-division), or a junction or pass from 



58 . STATION AND TRAIN WORK 

double to single track, until it has been ascertained 
whether all trains due, which are superior or of the same 
class, have arrived or left. 

84. A train must not start until the proper signal is 
given. 

85. When a train of one schedule is on the time of 
another schedule of the same class in the same direction, 
it will proceed on its own schedule. 

. Trains of one schedule may pass trains of another 
schedule of the same class, and extras may pass and run 
ahead of extras. 

86. An inferior train must clear the time of a superior 
train in the same direction not less than five minutes, but 
must be clear at the time a first-class train, in the same 
direction, is due to leave the next station in the rear 
where time is shown. 

87. An inferior train must keep out of the way of op- 
posing superior trains, and failing to clear the main track 
by the time required by rule, must be protected as pre- 
cribed by rule 99. 

Extra trains must clear the time of regular trains 

minutes unless otherwise provided, and will be governed 
by train orders with respect to opposing extra trains. 

88. At a meeting point between trains of the same 
class the inferior train must clear the main track before 
the leaving time of the superior train. 

At meeting points between extra trains, the train in the 
inferior timetable direction must take the siding, unless 
otherwise provided. 

Trains must pull into the siding when practicable ; 
if necessary to back in, the train must first be protected 
as prescribed by Rule 99, unless otherwise provided. 



STATION AND TRAIN WORK 59 

89. At meeting points between trains of different 
classes the inferior train must take the siding and clear 
the superior train at least five minutes and must pull into 
the siding when practicable. If necessary to back in, 
the train must first be protected as per Rule 99, unless 
otherwise provided. 

NOTE to Rules 88 and 89.— The Committee rec- 
ommends that where greater clearance is necessary, Rule 
88 should require a clearance of FIVE minutes, and Rule 
No. 89 of TEN minutes. 

go. Trains must stop at schedule meeting stations, 
if the train to be met is of the same class, unless the switch 
is right and the track clear. When the expected train of 
the same class is not found at the schedule meeting station, 
the superior train must approach all sidings prepared to 
stop, until the expected train is met 

Trains must stop clear of the switch used by the train 
to be met in going on the siding. 

91. Unless some form of block signals is used trains 
in the same direction must keep at least five minutes apart, 
except in closing up at stations. 

NOTE to Rule 91. — The Committee recommends, that 
where greater clearnace is necessary, Rule No. 91 should 
allow a clearance of TEN minutes or more. 

92. A train must not arrive at a station in advance 
of its schedule arriving time. 

A train must not leave a station in advance of its 
schedule leaving time. 

93. Within yard limits the main track may be used, 

protecting against class trains. class and 

extra trains must move within yard limits, prepared to 
stop unless the main track is seen or known to be clear. 

94. A train which overtakes another train so dis- 



60 STATION AND TRAIN WORK 

abled that it cannot proceed, will pass it, if practicable, 
and if necessary will assume the schedule and take the 
train orders of the disabled train, proceed to the next 

open telegraph office, and there report to the — — . 

The disabled train will assume the schedule and take the 
train orders of the last train with which it has exchanged 
and will, when able, proceed to and report from the next 
open telegraph office. 

When a train, unable to proceed against the right or 
schedule of an opposing train, is overtaken between the 
telegraph stations by an inferior train or a train of the 
same class having right or schedule which permits it to 
proceed, the delayed train may, after proper consultation 
with the following train, precede it to the next telegraph 

station, where it must report to . When 

opposing trains are met under these circumstances it must 
be fully explained to them by the leading train that the 
expected train is following. 

95. Two or more sections may be run on the same 
schedule. 

Each section has equal timetable authority. 
A train must not display signals for a following sec- 
tion without order from the . 

96. When signals displayed for a section are taken 
down at any point before that section arrives, the con- 
ductor will, if there be no other provision, arrange in 
writing with the operator, or if there be no operator, 
with the switchtender, or in the absence of both, with a 
flagman left there for the purpose, to notify all opposing 
inferior trains or trains of the same class leaving such 
point, that the section for which signals were displayed 
has not arrived. 



STATION AND TRAIN WORK 6l 

NOTE to Rule 96. — The Committee recommends, if 
a company desires to have all opposing trains notified, 
that the last sentence of Rule 96 be changed to read: 
"To notify all opposing trains that the section for which 
signals were displayed has not arrived." 

97. Extra trains must not be run without orders from 
the . 

98. Trains must approach the end of double track, 
junctions, railroad crossings at grade, and drawbridges, 
prepared to stop, unless the switches and signals are 
right and the track is clear. When required by law, 
trains must stop. 

90. When a train stops or is delayed, under circum- 
stances in which it may be overtaken, by another train, 
the flagman must go back immediately with stop signals 
a sufficient distance to insure full protection. When re- 
called he may return to his train, first placing two tor- 
pedoes on the rail when the conditions require it. 

The front of a train must be protected in the same way, 
when necessary, by the . 

100. When the flagman goes back to protect the rear 

of his train, the must, in the case of passenger 

trains, and the next brakeman in the case of other trains, 
take his place on the train. 

101. If a train should part while in motion, trainmen 
must, if possible, prevent damage to the detached portion. 
The signals prescribed by rules 12 (d) and 14 (f) must 
be given. 

The detached portion must not be moved or passed until 
the front portion comes back. 

102. When cars are pushed by an engine (except 
when shifting and making up trains in yards), a flagman 
must take a conspicuous position on the front of the lead- 
ing car. 



62 STATION AND TRAIN WORK 

103. Messages or orders respecting the movement 
of trains or the condition of track or bridges must he in 
writing. 

104. Switches must be left in proper position after 
having been used. Conductors are responsible for the 
position of the switches used by them and their train- 
men, except where switchtenders are stationed. 

A switch must not be left open for a following train 
unless in charge of a trainman of such train. 

105. Both conductors and enginemen are responsible 
for the safety of their trains and, under conditions not 
provided for by the rules, must take every precaution for 
their protection. 

106. In all cases of doubt or uncertainty the safe 
course must be taken and no risks run. 

RULES FOR MOVEMENT BY TRAIN ORDERS. 

201. For movements not provided for by timetable, 

train orders will be issued by authority of the . 

They must contain neither information nor instructions 
not essential to such movements. 

They must be brief and clear ; in the prescribed forms 
when applicable ; and without erasure, alteration or inter- 
lineation. 

202. Each train order must be given in the same words 
to all persons and trains addressed. 

203. Train orders will be numbered consecutively 
each day, beginning with No. — at midnight. 

204. Train orders must be addressed to those who 
are to execute them, naming the place at which each is 
to receive his copy. Those for a train must be addressed 
to the conductor and engineman, and also to any one who 
acts as its pilot. A copy for each person addressed must 
be supplied by the operator. 



STATION AND TRAIN WORK 63 

Orders addressed to operators restricting the move- 
ment of trains must be respected by conductors and en- 
ginemen the same as if addressed to them. 

205. Each train order must be written in full in a book 

provided for the purpose at the office of the ; 

and with it recorded the names of those who have signed 
for the order ; the time and the signals which show when 
and from what offices the order was repeated and the 
responses transmitted ; and the train dispatcher's initials. 
These records must be made at once, and never from 
memory or memoranda. 

206. Regular trains will be designated in train orders 
by their numbers, as "No. 10." or "2d No. 10," adding 
engine numbers if desired. 

Extra trains will be designated by engine numbers and 
the direction as "extra 798 'East' or 'West'." Other 
numbers and time will be stated in figures only. 

207. To transmit a train order, the signal "31" or 
the signal "19" followed by the direction must be given 
to each office addressed, the number of copies being stated, 
if more or less than three — thus: "31 West copy 5," or 
"19 East copy 2." 

NOTE to Rule 207. — Where forms "31" and "19" are 
not both in use the signal may be omitted. 

208. (A.) A train order to be sent to two or more 
offices must be transmitted simultaneously to as many of 
them as practicable. The several addresses must be in 
order of superiority of trains, each office taking its proper 
address. When not sent simultaneously to all, the order 
must be sent first to the superior train. 

208 (B.) A train order to be sent to two or more 
offices must be transmitted simultaneously to as many of 
them as practicable. 



64 STATION AND TRAIN WORK 

The several addresses must be in the order of superior- 
ity of trains, and when practicable must include the 
operator at the meeting or waiting point, each office tak- 
ing its proper address. 

When not sent simultaneously to all, the. order must 
be sent first to the superior train. 

Copies of the order addressed to the operator at the 
meeting or waiting point must be delivered to all trains 
affected until all have arrived from one direction. 

209. Operators receiving train orders must write them 
in manifold during transmission, and if they cannot at 
one writing make the requisite number of copies, must 
trace others from one of the copies first made. 

Note to Rule 209. — If the typewriter is used for copy- 
ing train orders, when additional copies are made, the 
order must be repeated from such copies to the train 
dispatcher, and complete, given in the usual manner. 

210. When a "31" train order has been transmitted, 
operators must (unless otherwise directed) repeat it 
at once from the manifold copy in the succession in 
which the several offices have been addressed, and then 
write the time of the repetition on the order. Each ope- 
rator receiving the order should observe whether the 
others repeat correctly. 

Those to whom the order is addressed, except engine- 
men, must then sign it, and the operator will send their 
signatures preceded by the number of the order to the 

. The response "complete," and the time, with 

the initials of the , will then be given by the train 

dispatcher. Each operator receiving this response will 
then write on each copy the word "complete," the time, 
and his last name in full, and then deliver a copy to 
each person addressed, except enginemen. The copy 



STATION AND TRAIN WORK 65 

for each engineman must be delivered to him personally 

by . 

NOTE to Rule 210. — The blanks in the above rule may 
be filed for each road to suit its own requirements. On 
roads where the signature of the engineman is desired, 
the words "except enginemen," and the last sentence in 
the second paragraph may be omitted. If preferred, 
each person receiving an order may be required to read 
it aloud to the operator. 

211. When a "19" train order has been transmitted, 
operators must (unless otherwise directed) repeat it 
at once from the manifold copy, in the succession in 
which the several offices have been addressed. Each 
operator receiving the order should observe whether the 
others repeat correctly. When the order has been re- 
peated correctly by an operator, the response "com- 
plete" and the time, with the initials of the , 

will be given by the train dispatcher. The operator re- 
ceiving this response will then write on each copy the 
word "complete," the time, and his last name in full, and 
personally deliver a copy to each person addressed with- 
out taking his signature. 

But when delivery to engineman will take the operator 
from the immediate vicinity of his office, the engineman's 
copy will be delivered by . 

When a "19" train order restricting the superiority of 
a train is issued for it at the point where such superiority 
is restricted, the train must be brought to a stop before 
delivery of the order. 

212. A train order may, when so directed by the 
train dispatcher, be acknowledged without repeating, by 

the operator responding: "X (number of train 

order) to (train number)," with the operator's 



66 STATION AND TRAIN WORK 

initials and office signal. The operator must then write 
on the order his initials and the time. 

213. "Complete'' must not be given to a train order 
for delivery to an inferior train until the order has been 
repeated or the "X" response sent by the operator who 
receives the order for the superior train. 

214. When a train order has been repeated or "X" 
response sent, and before "complete" has been given, the 
order must be treated as a holding order for the train 
addressed, but must not be otherwise acted on until 
"complete" has been given. 

If the line fails before an office has repeated an order 
or has sent the "X" response, the order at that office 
is of no effect and must be there treated as if it had not 
been sent. 

215. The operator who receives and delivers a train 
order must preserve the lowest copy. 

216. For train orders delivered by the train dis- 
patcher the requirements as to the record and delivery 
are the same as at other points. 

217. A train order to be delivered to a train at a 
point not a telegraph station, or at one at which the tele- 
graph office is closed, must be addressed to 

"C and E. (at ), care of ." 

and forwarded and delivered by the conductor or 
other person in whose care it is addressed. When form 
31 is used "complete" will be given upon the signature 
of the person by whom the order is to be delivered, who 
must be supplied with copies for the conductor and the 
engineman addressed, and a copy upon which he shall 
take their signatures. This copy he must deliver to the 
first operator accessible, who must preserve it, and at 
once transmit the signatures of the conductor and en- 
gineman to the train dispatcher. 



STATION AND TRAIN WORK 67 

Orders so delivered must be acted on as if "com- 
plete" had been given in the usual way. 

For orders which are sent, in the manner herein pro- 
vided, to a train the superiority of which is thereby re- 
stricted, "complete" must not be given to an inferior 
train until the signatures of the conductor and engineman 
of the superior train have been sent the . 

218. When a train is named in a train order by its 
schedule number alone, all sections of that schedule are 
included, and each must have copies delivered to it. 

219. Unless otherwise directed, an operator must not 
repeat or give the "X" response to a train order for a 
train which has been cleared or of which the engine has 
passed his train-order signal, until he has obtained the 
signatures of the conductor and engineman to the order. 

220. Train orders once in effect continue so until ful- 
filled, superseded or annulled. Any part of an order 
specifying a particular movement may be either super- 
seded or annulled. 

Orders held by or issued for, or any part of an order 
relating to, a regular train, become void when such train 
loses both right and schedule as prescribed by rules 4 
and 82, or is annulled. 

221. (A). A fixed signal must be used at each 
train-order office, which shall indicate "stop" when there 
is an operator on duty, except when changed to "pro- 
ceed" to allow a train to pass after getting train orders, 
or for which there are no orders. A train must not pass 
the signal while "stop" is indicated. The signal must be 
returned to "stop" as soon as a train has passed. It must 
be fastened at "proceed" only when no operator is on 
duty. 

Operators must have the prcper appliances for hand 



68 STATION AND TRAIN WORK 

signaling ready for immediate use if the fixed signal 
should fail to work properly. If a signal is not displayed 
at a night office, trains which have not been notified 
must stop and ascertain the cause and report the facts 
to the from the next open telegraph office. 

Where the semaphore is used, the arm indicates "stop'* 
when horizontal, and '"proceed" when in an inclined posi- 
tion. 

NOTE to Rule 221 A. — The conditions which affect 
trains at stations vary so much that it is recommended 
each road adopt such regulations supplementary to this 
rule as may best suit its own requirements. 

221 (B). A fixed signal must be used at each 
train-order office, which shall indicate "stop" when trains 
are to be stopped for train orders. When there are no 
orders the signal must indicate "proceed." 

When an operator receives the signal "31" or "19," 
followed by the direction, he must immediately display the 
"stop signal" for the direction indicated and then reply 
"stop displayed," adding the direction ; and until the or- 
ders have been delivered or annulled the signal must not 
be restored to "proceed." While stop is indicated, trains 
must not proceed without a clearance card (Form — 
"A"). 

Operators must have the proper appliances for hand 
signaling ready for immediate use if the fixed signal 
should fail to work properly. If a signal is not dis- 
played at a night office, trains which have not been noti- 
fied must stop and ascertain the cause, and report the 

facts to the from the next open telegraph office. 

Where the semaphore is used, the arm indicates "stop" 
when horizontal, and "proceed" when in an inclined 
position. 



STATION AND TRAIN WORK 69 

NOTES to Rules 221 A and 221 B.— The Commit- 
tee has recommended two forms of Rule 221, leaving 
it discretionary to adopt one or both of these' forms ac- 
cording to the circumstances of the traffic. 

222. Operators will promptly record and report to 
the the time of departure of all trains and the di- 
rection of extra trains. They will record the time of 
arrival of trains and report it when so directed. 

223. The following signs and abbreviations may be 
used: 

Initials for signature of the . 

Such office and other signals as are arranged by the 



C. & E. — For Conductor and Engineman. 

X — Train will be held until order is made "complete." 

Com. — for Complete. / 

O. S. — Train Report. 

No. — For Number. 

Eng. — For Engine. 

Sec. — For Section. 

Psgr. — For Passenger. 

Frt. — For Freight. 

Mins. — For Minutes. 

Jet. — For Junction. 

Dispr. — For Train Dispatcher. 

Opr. — Operator. 

31 or 10 — To clear the line for Train Orders, and for 
operators to ask for Train Orders. 

S. D. — For "Stop Displayed." 

The usual abbreviations for the names of the months 
and stations. 

General Note. — Blanks in the rules may be filled by 
each road to fill its own organization or requirements. 



yo STATION AND TRAIN WORK 

FORMS OF TRAIN ORDERS. 

FORM A. FIXING MEETING POINTS FOR 
OPPOSING TRAINS. 

(i.) meet at . 

(2.) meet at at 

(and so on). 

EXAMPLES. 

(1.) No. 1 meet No. 2 at "B." 

No. 3 meet 2d No. 4 at "B." 
No. 5 meet Extra 95 East at "B." 
Extra 652 North meet Extra 231 South at "B." 
(2.) No. 2 and 2d No. 4 meet Nos. 1 and 3 at "C" 
and Extra 95 West at "D." 
No. 1 meet No. 2 at "B" 2d No. 4 at "C" and 
Extra 95 East at "D." 
Trains receiving these orders will run with respect to 
each other to the designated points and there meet in the 
manner provided by the Rules. 

FORM B. DIRECTING A TRAIN TO PASS OR 
RUN AHEAD OF ANOTHER TRAIN. 

(1.) pass at . 

(2.) pass when overtaken. 

(3.) run ahead of to . 

(4.) run ahead of until over- 
taken. 

(5.) pass — at , and run ahead of 

: tO . 

EXAMPLES. 

(1.) No. 1 pass No. 3 at "K." 
(2.) No. 6 pass No. 4 when overtaken. 
(3.) Extra 594 East run ahead of No. 6 "M" to "B." 
(4.) Extra 95 West run ahead of No. 3 "B" until 
overtaken. 



STATION AND TRAIN WORK 71 

(5.) No. 1 pass No. 3 at "K" and run ahead of No. 7 
"M" to "Z." 

When under (1), a train to pass another, both trains 
will run according to rule to the designated point, and 
there arrange for the rear train to pass promptly. 

Under (2) both trains will run according to rule until 
the second-named train is overtaken, and then arrange 
for the rear train to pass promptly. 

Under (3) the second-named train must not exceed 
the speed of the first-named train between the points 
designated. 

Under (4) the first-named train will run ahead of the 
second-named train from the designated station until 
overtaken, and then arrange for the rear train to pass 
promptly. When an inferior train receives an order to 
pass a superior train, right is conferred to run ahead of 
the train passed, from the designated point. 

FORM C. GIVING RIGHT TO A TRAIN OVER 
AN OPPOSING TRAIN. 
— * — has right over to . 

EXAMPLES. 

(I.) No. I has right over No. 2 "G" to "X." 
(2.) Extra 37 East has right over No. 3 "F" to "A." 
This order gives right to the train first named over 
the other train between the points named. 

If the trains meet at either of the designated points, 
the first-named train must take the siding, unless the 
order otherwise prescribes. 

Under (1), if the second-named train reaches the 
point last named before the other arrives, it may pro- 
ceed, keeping clear of the opposing train as many min- 
utes as such train was before required to clear it under 
the Rules. 



72 STATION AND TRAIN WORK 

Under (2) the regular train must not go beyond the 
point last named until the extra train has arrived, unless 
directed by train order to do so. 

FORM E. TIME ORDER. 

(1.) run late to — 1 . 

(2.) run late ■ to and 

— late to etc. 



(3.) wait at until for 

(4.) wait at until 

: — until 

until 



EXAMPLES. 

(1.) No. I run 20 min. late "A" to "G." 

(2.) Uo. 1 run 20 min. late "A" to "G," and 15 min. 
late "G" to U K" etc. 

(3.) No. 1 wait at "H" until 10:00 a. m. for No. 2. 

(4.) Nos. 1 and 3 wait at "N" until 10:00 a. m. 

"P" until 10:30 a. m. 

"R" until 10:55 a. m. 

Etc. 

(1) and (2) make the schedule time of the train 
named, between the points mentioned, as much later as 
stated in the order, and any other train receiving the 
order is required to run with respect to this later time, 
as before required to run with respect to the regular 
schedule time. The time in the order should be such 
as can be easily added to the schedule time. 

Under (3) the train first named must not pass the 
designated point before the time given, unless the other 
train has arrived. The train last named is required to 
run with respect to the time specified at the designated 
point or any intermediate station where schedule time 



STATION AND TRAIN WORK /$ 

is earlier than time specified in the order, as before, 
required to run with respect to the schedule time of the 
train first named. 

Under (4) the train (or trains) named must not pass 
the designated points before the times given. Other 
trains receiving the order are required to run with re- 
spect to the time specified at the designated points or 
any intermediate station where schedule time is earlier 
than the time specified in the order as before required to 
run with respect to the schedule time of the train or 
trains named. 

All of these examples may be used in connection with 
an extra train under example (3) of form G, and the 
times at each point stated in the example have the same 
meaning as "schedule times" in the foregoing example. 

FORM F. FOR SECTIONS. 
(1.) display signals and run as 



to 



(2.) run as ! to 

(3.) — ' display signals to for 



(6.) is withdrawn as at 



(7-) instead of ■ display signals and run 

as to ■ 

(8.) — take down signals at 



(9.) and reverse position as 

and to 

EXAMPLES. 

(1.) Eng. 20 will display signals and run as 1st No. I 
A to Z. 

(2.) Eng. 25 run as 2d A r o. 1 A to Z. 

(3.) A T o. 1 display signals A to G for Eng.- 65. 2d No. 
I display signals B to E for Eng. QQ. 



74 STATION AND TRAIN WORK 

These examples may be modified as follows: 

(4.) Engs. 20, 25 and y<) run as 1st, 2d and 3d No. I 
A to Z. 

Example (1) is to be used when the number of the 
engine for which signals are displayed is unknown, and 
is to be followed by example (2), both being single 
order examples. 

Under examples (2) and (3) the engine named will 
not display signals. 

Under (4) the engine last named will not display 
signals. 

FOR CHANGING SECTIONS. 

To add an intermediate section the following modi- 
fication of example (1) will be used: 

(5.) Eng. 85 display signals and run as 2d No. 1 N 
to Z. Following sections change numbers accordingly. 

Under (5) Eng. 85 will display signals and run as 
directed, and following sections will take the next high- 
er number. 

To drop an intermediate section the following exam- 
ple will be used: 

(6.) Eng. <?5 is withdrawn as 2d No. 1 at H. Fol- 
lowing sections change numbers accordingly. 

Under (6) Eng. 85 will drop out at H, and following 
sections will take the next lower number. 

To substitute one engine for another on a section, 
the following will be used: 

(7.) Eng. 18 instead of Eng. 85 display signals, and 
run as 2d No. 1 R to Z. 

Under (7) Eng. 85 will drop out at R, and Eng. 18 
will run as directed. 

If Eng. 85 is last section, the words "display signals 
and" will be omitted. Following sections need not be 
addressed. 



STATION AND TRAIN WORK 75 

To discontinue the display of signals the following 
example will be used: 

(8.) 2d No. i take down signals at D. 

Under (8) 2d No. i will take down signals as directed, 
and a following section must not proceed beyond the 
point named. 

To pass one section by another, the following will be 
used : 

(9.) Engs. 99 and 25 reverse positions as 2d and 3d 
No^ 1 H to Z. 

Under (9) Eng. 99 will run ahead of Eng. 85 to Z, 
and, if necessary, both engines will arrange signals ac- 
cordingly. Following sections, if any, need not be ad- 
dressed. 

The character of a train for which signals are dis- 
played must be stated. Each section affected by the 
order must have copies and must arrange signals accord- 
ingly. 

To annul a section for which signals have been dis- 
played over a division or any part thereof, when no 
train is to follow the signals, form K must be used. 

FORM G. EXTRA TRAINS. 

(1.) Eng. run extra to 

(2.) Eng. run -extra to and 

return to 

EXAMPLES. 

(1.) Eng. 99 run extra "A" to "F." 

(2.) Eng. 99 run extra "A" to "F" and return to "C." 

Under (2) the extra must go to "F" before returning 
to "C." 

(3.) Eng. run extra leaving on 

as follows with right over all trains; 



76 STATION AND TRAIN WORK 
Leave . 

Arrive . 

EXAMPLE. 

(3 ) Eng. yy run extra leaving "A" on Thursday, 
Feb. 17th, as follows, with right over all trains: 

Leave "A" 11 130 p. m. 

Leave "C" 12:25 a. m. 

Leave "E" 1 47 a. m. 

Arrive "F" 2 :22 a. m. 

This order may be varied by specifying the kind of 
extra and the particular trains over which the extra 
shall or shall not have right. Trains over which the 
extra is thus given right must clear the time of the 

extra minutes. 

FORM H. WORK EXTRA. 

(1.) — works until between 

and . 

EXAMPLE. 

(1.) Eng. 292 works 7 a. m. to 6 p. m. between D 
and E. 

Under (1) the work extra must, whether standing or 
moving, protect itself against extras within the work- 
ing limits in both directions, as prescribed by rule. The 
time of regular trains must be cleared. 

This may be modified by adding: 

(2.) Not protecting against (eastzvard) extras. 

(3.) Not protecting against extras. 

Under (2) the work extra will protect only against 
(westward) extras. The time of regular trains must be 
cleared. 

Under (3) protection against extras is not required. 
The time of regular trains must be cleared. 



STATION AND TRAIN WORK 77 

When a work extra has been instructed by order to 
not protect against extra trains, and afterward it is 
desired to have it clear the track for (or protect itself 
after a certain hour against) a designated extra, an 
order may be given in the following form : 

(5.) Work extra 202 protects against No. 55 or ( — 
class trains) between D and E. 

Under (5) the work extra may work upon the time 
of the train or trains mentioned in the order, and must 
protect itself against such train or trains as prescribed 
by rule 99. The regular train or trains receiving the 
order will run expecting to find the work extra pro- 
tecting itself. 

When a work extra is to be given exclusive right over 
all trains, the following form will be used : 

(6.) Work extra 292 has right over all trains betzveen 
D and E / p. m. to 12 night. 

This gives the work extra the exclusive right between 
the points designated between the times named. 

Work extras must give way to all trains as promptly 
as practicable. 

Whenever extra trains are run over working limits, 
they must be given a copy of the order sent to the work 
extra. Should the working order instruct a work extra 
to not protect against extra trains in one or both direc- 
tions, extra trains must protect, as prescribed by rule 99, 
against the work extra; if the order indicates that the 
work extra is protecting itself against other trains, they 
will run expecting to find the work extra protecting 
itself. 

The working limits should be as short as practicable, 
to be changed as the progress of the work may require. 



78 STATION AND TRAIN WORK 

FORM J. HOLDING ORDER. 
Hold 

EXAMPLES. 

Hold No. 2. 

Hold all (or ward) trains. 

When a train has been so held, it must not proceed 
until the order to hold is annulled or an order given to 
the operator in the form: 

". . may go." 

These orders will be addressed to the operator and 
acknowledged in the usual manner, and will be delivered 
to conductors and enginemen of all trains affected. 

Form J will only be used when necessary to hold 
trains until orders can be given, or in case of emer- 
gency. 

FORM K. ANNULLING A SCHEDULE OR A 
SECTION, 
(i.) of is annulled to . 

EXAMPLES. 

No. I of Feb. 29 is annulled "A" to "Z." 
2d No. 5 of Feb. 29th is annulled "E" to "G." 
The schedule or section annulled becomes void between 
the points named and cannot be restored. 

FORM L. ANNULLING AN ORDER. 
"Order No. is annulled." 

EXAMPLE. 

"Order No. 10 is annulled." 

If an order which is to be annulled has not been deliv- 
ered to a train, the annulling order will be addressed to 
the operator, who will destroy all copies of the order 
annulled but his own, and write on that: 

"Annulled by Order No. ." 



STATION AND TRAIN WORK ~Q 

An order that has been annulled must not be reissued 
under its original number. 

FORM M. ANNULLING PART OF AN ORDER. 

That part of Order No. reading , is 

annulled. 

EXAMPLE. 

That part of Order No. 10 reading No. i meet No. 2 
at "S" is annulled. 

FORM P. SUSPENDING AN ORDER OR 
PART OF AN ORDER. 
This order will be given by adding to prescribed 

forms the words "instead of ." 

(i.) meet — at instead of . 

(2.) has right over to 

instead of . 

(3.) display signals for to 

instead of . 



EXAMPLES. 

(1) No. 1 meet No. 2 at "C" instead of "B." 

(2) No. 1 has right over No. 2 "G" to "R" instead of 
"X." 

(3) No. 1 display signals for Eng. 85 "A" to "Z" 
instead of "G." 

An order that has been superseded must not be reis- 
sued under its original number. 

RULES FOR DOUBLE TRACK. 

Note — The rules which are marked "No Change," 
are the same as the rules of corresponding number for 
single track, and to save room they have not been re- 
peated here. 



80 STATION AND TRAIN WORK 

STANDARD TIME. 

Rules I, 2 and 3 same as for single track. 

TIME-TABLES. 

Rule 4 same as for single track. 

D — 5. Not more than two times are given for a train 
at any station, where one is given, it is, unless other- 
wise indicated, the leaving time ; where two, they are the 
arriving and leaving time. 

Unless otherwise indicated, the time applies to the 
switch where an inferior train enters the siding; where 
there is no siding it applies to the place from which 
fixed signals are operated; where there is neither siding 
nor fixed signal, it applies to the place where traffic is 
received or discharged. 

Schedule passing stations are indicated by figures in 
full-faced type. 

Both the arriving and leaving time of a train are in 
full-faced type when both are passing times, or when 
one or more trains are to pass it between those times. 

When trains are to be passed at a siding extending 
between two adjoining stations, the time at each end of 
the siding will be shown in full-faced type. 

Where there are one or more trains to pass a train 
between two times, attention is called to it by ■ . 

Rule 6. Same as single track. 

SIGNAL RULES. 

Rules 7, 8, 9, 10, 11, 12 and 13. Same as for single 
track. 

The indication for D — 14 (k) is changed to read to 
call the attention of yard engines of trains moving in 
the same direction to signals displayed for a following 
section. 

Rules 15 and 16. Same as for single track. 



STATION AND TRAIN WORK 8* 

TRAIN SIGNALS. 

D — 17. The headlight will be displayed to the front of 
every train by night, but must be concealed when a 
train is standing to meet trains at the end of double 
track or at junction points. 

Rule 18. Same as for single track. 

D — 19. The following signals will be displayed, one on 
each side of the rear of every train, as markers, to indi- 
cate the rear of the train : By day, green flags ; by night, 
green lights to the front and side and red lights to the 
rear, except when the train is clear of the main track, 
when green lights must be displayed to the front, side 
and rear, and except when a train is turned out against 
the current of traffic, when green lights must be dis- 
played to the front and side and, to the rear, a green 
light toward the inside and a red light to the opposite 
side. 

Rules 20, 21, 22, 23, 24, 25 and 26. Same as for single 
track. 

USE OF SIGNALS. 
Rules 2J, 28, 29, 30, 31, 32 and ^- Same as for single 
track. 

SUPERIORITY OF TRAINS. 

D — 7/. A train is superior to another train by right, 
class or direction. 

Right is conferred by train order; class and direction 
by time-table. 

Right is superior to class or direction. 

D — 72. Trains of the first classes are superior to 
those of the second; trains of the second class are supe- 
rior to those of the third; and so on. 

Rule 73. Same as for single track. 



82 STATION AND TRAIN WORK 

MOVEMENT OF TRAINS. 

Rule 82. Same as for single track. 

D — 83. A train must not leave its initial station on 
any division (or sub-division) or a junction, until it has 
been ascertained whether all superior trains due have 
left. 

Rule 84. Same as for single track. 

D — 85. When a train of one schedule is on the time 
of another schedule of the same class it will proceed on 
its own schedule. 

Trains of one schedule may pass trains of another 
schedule of the same class. 

A section may pass and run ahead of another section 
of the same schedule, first exchanging orders, signals and 
numbers with the section to be passed. Extras may 
pass and run ahead of extras. 

D — 86. An inferior train must clear the time of a 
superior train not less than five minutes ; but must be 
clear at the time a first-class train in the same direction 
is due to leave the next station in the rear where time is 
shown. Extra trains must clear the time of regular 
trains minutes unless otherwise provided. 

Rules 87, 88, 89 and 90 omitted. Not applicable to 
double track. 

D — pi. Unless some form of block signals is used, 
trains must keep at least five minutes apart, except in 
closing up at stations. 

NOTE to Rule D — 91. The Committee recommends 
that where greater clearance is necessary, Rule D — 91 
should allow for a clearance of ten minutes or more. 

Rule 92. Same as for single track. 

D — 03. Within yard limits the main tracks may be 
used, protecting against class trains, class 



STATION AND TRAIN WORK 83 

and extra trains must move within yard limits prepared 
to stop unless the main track is seen or known to be 
clear. 

D — 94. A train which overtakes a superior train so 
disabled that it cannot proceed, will pass it, if prac- 
ticable, and, if necessary, will assume the schedule and 
take the train orders of the disabled train, proceed to 
the next open telegraph office, and there report to the 

. The disabled train will assume the schedule 

and take the train orders of the last train with which 
• it has exchanged, and will, when able, proceed to and 
report from the next open telegraph office. 

D — 95. Two or more sections may be run on the 
same schedule. 

Each section has equal time-table authority. A train 
must not display signals for a following section, except 
as prescribed by Rule D — 85, without orders from the 



Rule 96 omitted. Not applicable to double track. 

D — 07. Extra trains must not be run without orders 
from the . 

Work extras must move with the current of traffic 
unless otherwise directed. 

Rules 98, 99 and 100. Same as for single track. 

D — 101. If a train should part while in motion, train- 
men must, if possible, prevent damage to the detached 
portions. The signals prescribed in Rules 12 — D and 
14 — F must be given. 

The detached portion must not be moved or passed 
until the front portion comes back. 

The enginemen and trainmen of the front portion 
must give the train-parted signal to trains running on 
the opposite track. A train receiving this signal, or 



84 STATION AND TRAIN WORK 

being otherwise notified that a train on the opposite 
track has parted, must immediately reduce speed and 
proceed with caution until the separated train is passed. 

When a train is disabled so it may obstruct the oppo- 
site track, trains on that track must be stopped. 

Rules 102, 103, 104, 105 and 106. Same as for single 
track. 

D — 151. Trains must keep to the , unless other- 
wise provided. 

D — 152. When a train crosses over to, or obstructs, 
the other track, unless otherwise provided, it must first* 
be protected as prescribed by Rule 99 in both directions 
on that track. 

D — 153. Trains must use caution in passing a train 
receiving or discharging passengers at a station, and 
must not pass between it and the platform at which the 
passengers are being received or discharged. 

' RULES FOR MOVEMENT BY TRAIN ORDERS. 

Rules 201, 202, 203, 204, 205, 206 and 207. Same as 
for single track. 

D — 208. A train order to be sent to two or more 
offices must be transmitted simultaneously to as many 
of them as practicable. The several addresses must be 
in the order of superiority of trains, each office taking 
its proper address. When not sent simultaneously to all, 
the order must be sent first to the superior train. 

Rules 209 to 223 inclusive. Same as for single track. 

FORMS OF TRAIN ORDERS. 

Form A— Omitted. Not applicable. 
Form B — Same as for single track. 
Form C— Omitted. Not applicable. 



STATION AND TRAIN WORK 



85 



D— FORM E. 
This form is the same as for single track, except that 
example 3 and the note to example 3 are omitted. 

D— FORM F. 
This form is the same as for single track, except that 
example 9 and note are omitted. 

Form G. Same as for single track. 

D— FORM H.— WORK EXTRA. 

Eng. - works on track to 

between and . 

EXAMPLE. 

Eng. 292 works on eastward track (or on both tracks) 
7 a. m. to 6 p. m. between "D" and "E." 

Under (1) the work extra must, whether standing or 
moving, protect itself within the working limits against 
extras moving with the current of traffic on the track or 
tracks named, as prescribed by Rule 99. The time of 
regular trains must be cleared. 

This form may be modified by adding : 

(2.) Not protecting against extras. 

Under (2) protection against extra trains is not re- 
quired. The time of regular trains must be cleared. 

To enable a work train to work upon the time of a 
regular train, the following form may be used : 

(3-) Work extra 292 protects against No. 55 (or 
class trains) betivecn "D" and "E." 

Under (3) the work extra may work upon the time 
of the train (or trains) mentioned in the order, and must 
protect against such train (or trains) as prescribed by 
Rule 99. 

The regular train or trains receiving the order will 
run expecting to find the work extra protecting itself. 



86 STATION AND TRAIN WORK 

When it is desired to move a train against the cur- 
rent of traffic over the working limits, provision must be 
made for the protection of such movement. 

When a work extra is to be given exclusive right over 
all trains, the following form will be used : 

(4.) Work extra has right over all trains on 

track between and ■ — m 

to m. 

EXAMPLE. 

(4.) Work extra 275 has right over all trains on east- 
zvard and zvcstzvard tracks betiveen "G" and "H" J p. 
m. to 12 night. 

This gives the work extra the exclusive right to the 
track (or tracks) mentioned, between the points desig- 
nated, between the times named. 

Work extras must give way to all trains as promptly 
as practicable. Working limits should be as short as 
practicable; to be changed as the progress of the work 
may require. 

Forms J, K, and L. Same as for single track. 

D— FORM M— ANNULLING PART OF AN 
ORDER. 

That part of order No. reading is 

annulled. 

EXAMPLE. 

That part of order No. 10 reading Extra 263 West 
pass No. 1 at "S" is annulled. 

D— FORM P. SUPERSEDING AN ORDER OR 
PART OF AN ORDER. 
This order will be given by adding to the prescribed 
forms the words "instead of ." 



STATION AND TRAIN WORK 87 

(i.) pass at instead of . 

(2.) display signals for to 

instead of . 



EXAMPLES. 

(1.) No. 1 pass No. 3 at "C" instead of "B." 
(2.) No. 1 display signals for Eng. 85 "A" to "Z" 
instead of "G" 

An order which has been superseded must not be reis- 
sued under its original number. 

D— FORM R. PROVIDING FOR A MOVEMENT 
AGAINST THE CURRENT OF TRAFFIC. 

(1.) has right over on track 

to . 

(1.) No. 1 has right over opposing trains on No. 2 
(or eastward) track "C" to "F" 

A train must not be moved against the current of 
traffic until the track on which it is to run has been 
cleared of opposing trains. 

Under this order the designated train must use the 
track specified between the points named, and has right 
over opposing trains on that track between those points. 
Opposing trains must not leave the point last named 
until the designated train arrives. 

An inferior train between the points named moving 
with the current of traffic in the same direction as the 
designated train must receive a copy of the order, and 
may then proceed on its schedule, or right. 

This order may be modified as follows : 

(2.) After arrives at , has right 

over opposing trains on track to , 

EXAMPLE. 

After No. 4 arrives at "C" No. 1 has right over op- 



88 STATION AND TRAIN WORK 

posing trains on No. 2 (or eastivard) track "C" to "F." 
Under (2) the train to be moved against the current of 
traffic must not leave the first named point until the ar- 
rival of the first-named train. 

D— FORM. S. PROVIDING FOR THE USE OF A 

SECTION OF DOUBLE TRACK AS 

SINGLE TRACK. 

track will be used as single track between 

and . 






If it is desired to limit the time for such use, add 
(from until .) 

EXAMTLE. 

No. 1 (or westward) track will be used as single track 
between "F" and "G\" 

Adding if desired : 

From 1:00 p. m. until 3:00 p. m. 

Under this order, all trains must use the track specified 
between the points named, and will be governed by rules 
for single track. 

Trains running against the current of traffic on the 
track named must be clear of the track at the expiration 
of the time named, or protected as prescribed by Rule 99. 

RULES REGULATING MOVEMENT OF TRAINS 

AGAINST THE CURRENT OF TRAFFIC ON 

DOUBLE TRACK BY 

MEANS OF BLOCK SIGNALS. 

NOTE. — Roads operating under these Rules must pro- 
vide proper signals to control the approach and move- 
ment of trains. 

1. On portions of the road so specified on the time- 
table, trains will run against the current of traffic by 



STATION AND TRAIN WORK 89 

block signals, whose indications will supersede time- 
table superiority and will take the place of train orders. 

2. The movement of trains will be supervised by the 
* who will issue instructions to signalmen. 

3. A train must not cross over, except provided in 
Rule 1, without authority from the f. 

4. Except as affected by these rules, all block signal 
and train rules remain in force, 

^Superintendent or train dispatcher, 
f Train dispatcher or signalman. 

RULES GOVERNING THE MOVEMENT OF 
TRAINS WITH THE CURRENT OF TRAF- 
FIC ON DOUBLE TRACK BY MEANS 
OF BLOCK SIGNALS. 

ADOPTED OCT. 28, I9O3. 

1. On portions of the road so specified on the time- 
table, trains will run with the current of traffic by block 
signals whose indications will supersede timetable supe- 
riority. 

2. The movement of trains will be supervised by the 

*, who will issue instructions to signalmen when 

required. 

3. A train having work to do which may detain it 

more than minutes, must obtain permission from 

the signalman at the last station at which there is a siding, 
before entering the block in which work is to be done. 
The signalman must obtain authority to give this per- 
mission from :* 

4. Except as affected by these rules, all block signal 
and train rules remain in force. 

*Superintendent or Train Dispatcher. 



I 



TRAINMENS' EXAMINATION 

A COMPLETE SERIES OF 

QUESTIONS AND ANSWERS 

COVERING THE 

STANDARD CODE OF RULES 



NOTE TO STUDENTS— The letter or number (in parenthesis) at the end 
of each question, refers to the particular Standard Code rule on which the 
question and answer is based. 



GENERAL RULES. 

Question 1. — Hav^ you studied the book of rules of 
this company? (based on the Standard Code)? (A). 

Answer. — Yes, I have. 

Question 2. — Do you clearly understand the rules 
and instructions in so far as they apply to your own 
duties? (B). 

Answer. — I do. 

Question 3. — In case you are in doubt as to the 
exact meaning of any rule or special instruction, what 
are you to do? (B). 

Answer. — Ask superior officer to explain it. 

Question 4. — Are you aware that all trainmen must 
pass the prescribed examinations? (C). 

Answer. — I am. 

9o 



STATION AND TRAIN WORK 91 

Question 5. — Are there any employees on a train 
who are not governed by the rules and special in- 
structions? (D). 

Answer. — No. All employees on trains, no matter 
what kind of service they are engaged in, are subject 
to the rules and special instructions. 

Question 6. — What is it your duty to do in carry- 
ing out the rules and special instructions? (E). 

Answer. — To render every assistance in my power 
by carrying them out faithfully, and thus promoting 
the efficiency of the service. 

Question 7. — In case you know of any violation of 
a rule or special instruction by a fellow employee, 
what are you expected to do? (F). 

Answer. — Report it to proper officer. 

Question 8. — Do you understand that employees 
are absolutely forbidden to use intoxicants while on 
duty? (G). 

Answer. — Yes. 

Question 8 A. — Do you understand that to use in- 
toxicants, or to frequent places where they are sold, 
may be considered sufficient cause for dismissal? (G). 

Answer. — Yes. 

Question 9. — Are employees allowed to use tobacco 
while on duty in or about passenger stations or on 
passenger cars? (H). 

Answer. — No. 

Question 10. — Are employees allowed on duty with- 
out badges or uniforms? (J). 

Answer. — No. 

Question 10 A. — Do you understand that employees 
on duty must keep themselves neat in personal ap- 
pearance? (J). 

Answer. — Yes. 



92 STATION AND TRAIN WORK 

Question 11. — Is disorderly conduct, or conduct that 
may give annoyance to patrons, allowed on the part of 
anyone at stations or on trains? (K). 

Answer. — No. 

Question 12. — What are employees expected to do 
in case of danger to any property of the company? 
(L). 

Answer. — They should make a united effort to pro- 
tect it. 

Note: — Students should be thoroughly informed 
concerning the proper use of technical terms and defi- 
nitions as explained in the Standard Code, before at- 
tempting to pass an examination on train rules. 

RULES FOR SINGLE TRACK. 
STANDARD TIME. 

Note. — Under the Standard Code as amended, 
April, 1906, not only conductors and enginemen, but 
also such other classes of employees as the company 
may wish to specify, are required to have their watch- 
es inspected, and to keep standard time. 

Question 13. — Where is standard time obtained 
from? (1). 

In answering this question the student will desig- 
nate the particular office which sends the telegraphic 
time signal daily over the portion of the system on 
which he is employed. 

Question 14. — At what time each day is the time sig- 
nal received? (1). 

Student will here state the exact hour at which the 
time signal is sent each day over the company's tele- 
graph lines. 

Question 15. — What conditions are laid down as to 



STATION AND TRAIN WORK 93 

the watches used by conductors, enginemen, etc.? 
(2). 

Answer. — Only watches that have been examined 
and certified to by a designated inspector, shall be 
used. 

Question 16. — How often must a watch certificate 
be renewed, and with whom must it be filed?, (2). 

Answer. — How long certificates hold good, and the 
officer who keeps them on file, are discretionary with 
the company, and are covered in special instructions 
to employees. The usual term is six months, and 
files are kept in the superintendent's office. Student 
will answer according to his special instructions. 

Question 17. — How great a variation is allowed in 
watches? (2). 

Answer. — They must not run ahead or behind, 
more than 30 seconds a week. 

Question 18. — What clocks may be used in compar- 
ing time? (3). 

Answer. — Only those designated as "Standard 
Clocks." 

Question 19. — How often must watches be compared 
with standard time? (3). 

Answer. — Before starting on each trip. 

Question 19a. — After comparing watch with stand- 
ard timepiece, what should at once be done? (3). 

Answer. — Enter time when comparison was made, 
on registry form prescribed for the purpose. 

Question 20. — In case no standard clock is accessi- 
ble, how are conductors and enginemen to obtain the 
time? (3.). 

Answer. — From other conductors or enginemen who 
have registered ; from the superintendent ; or in some 
other way specified by the company. 



94 



STATION AND TRAIN WORK 



+ FAST —SLOW R.D. RAN DOWN 
St. STOPPED S. SET R. REGULATED 


Date 
190 


Sec. 
Fast or 
Slow. 


Set or 
Regu'd 


Inspector fill out and 
sign with ink. 




















































































































This card must be presented to some one of 

who will note the running of the watch. Pre- 
serve this card, as it will be taken up and a 

A. L. HAMlAN, A. W. TRENHOI.M, 
Supt. Time Service. Gen. Supt. 



TIME TABLES. 

Question 21. — When does a new time table super- 
cede an old one? (4). 

Answer. — From the moment it become effective. 

Question 22. — How should a train of the old time 
table which has a corresponding number on the new 
time table proceed? (4). 

Answer. — When it corresponds in number, class, 
day of leaving, direction initial and terminal stations, 
it will retain the corresponding number on the new 
time table. 



STATION AND TRAIN WORK 95 

Question 23. — In the case of a train, the number of 
which does not correspond in number, class, day of 
leaving, direction, initial and terminal station, how 
should it proceed? (4). 

Answer. — Only by train order. 

Question 24. — In the case of a new schedule in a 
time table, when do they take effect? (4). 

Answer. — At the time for leaving the initial station 
on that division or subdivision. 

Answer. — In what way is the date of a schedule ar- 
rived at? (4). 

Answer. — By the time of leaving its initial station on 
that division or subdivision. 

Question 26. — Is it permissable for more than one 
schedule of the same number and date to be in force 
on any division or subdivision? (4). 

Answer. — It is not. 

Note. — The foregoing answers based on the Standard Code, 
Rule 4, have been framed in accordance with the sense of the 
ruling rather than in exact accordance with its wording. By 
carefully reading the rule, it will be clearly seen that without 
exception the schedules of a new time table take effect on any 
division or sub-division at their initial station and leaving time. 

Question 27. — How many times are specified on the 
time table at any station? (5). 

Answer. — Never more than two. 

Question 28. — W,hen only one time is shown, what is 
it? (5). 

Answer. — Always the leaving time. 

Question 29. — When two are shown what do they 
indicate? (5). 

Answer. — The arriving and the leaving time. 

Question 30. — At what particular place does the 
time at a station apply? (5). 

Answer. — It applies to a switch where an inferior 



96 STATION AND TRAIN WORK 

train takes the siding unless otherwise indicated. If 
there is no siding it applies to the point from which 
fixed signals are operated. Should there be neither sid- 
ing or signals, it will then apply where traffic is re- 
ceived and discharged. 

Question 31. — In what manner are the meeting or 
passing points shown in the schedule? (5). 

Answer. — The figures are usually printed in full face 
black type. 

Question 32. — If the arriving and leaving of a train 
are both shown in full face black type, what does it 
mean? (5). 

Answer. — That it is a meeting or passing point or 
that one or more trains are to be met between those 
times. 

Question 33. — If a train takes a siding between two 
adjoining telegraph offices, to be passed by one or more 
trains, how will the schedule show this? (5). 

Answer. — In full face black type and showing the 
time at each end of the siding. 

Question 34. — If one or more trains are to meet or 
pass a train'between two times, how is attention called 
to it? (5). 

Answer. — 

Question (b). — If more than one train is to meet 
a train at any station, in what manner is attention 
called to it? (5). 

Answer. — 

Note. — With reference to the answers to the two questions 
immediately above, the Standard Code leaves the sign to the 
discretion of the respective Railway Companies. 

Question 35. — In what manner are meal stops, flag 
stops and regular stops shown on the schedule? (6). 



STATION AND TRAIN WORK 97 

Answer. — By a paragraph sign for meal stops ; by 
the letter "F" for flag stops and by the letter "S" for 
regular stops. 

Question 36.— When the letters "L" or "A" are 
shown in the schedule, what does it mean? (6)„ 

Answer. — "L" means Leave and "A" means Arrive. 

SIGNAL RULES. 

Question 37. — In the case of employees whose duty 
it is to give signals, state what appliances must be pro- 
vided and when should they be ready for use? (7). 

Answer. — They should be provided with the proper 
appliances, placed so as to be ready for immediate use 
when necessary. 

Question 38. — State what signals are used by day 
and what signals are used at night? (8). 

Answer. — By day, flags of the prescribed color must 
be used and at night lamps of the prescribed color 
must be used. 

Question 39. — What is considered the length of time 
that night signals should be shown? (9). 

Answer. — From sunset to sunrise. 

Question 40. — In case of foggy weather or other un- 
usual conditions which obscure day signals, what 
should be done? (9). 

Answer. — In addition to the day signals, night sig- 
nals should also be used. • 

VISIBLE SIGNALS. 

Question 41. — What does it signify when red is 
shown? (10). 

Answer. — Danger; Stop. 

Question 42. — If white is shown what does it sig- 
nify? (10). 



9 8 STATION AND TRAIN WORK 

Answer. — Line clear ; proceed ; and other uses indi- 
cated in the rules. 

Question 43. — What does it signify when green is 
shown? (10). 

Answer. — Use caution ; proceed carefully ; and for 
other uses indicated in the rules. 

Note. — It should always be remerrfbered that green is used 
for markers, for fusees, and is also carried in the front of an 
engine to indicate when a section of the same numbered train is 
following. The color of the signal indicating "Proceed" and 
"Caution" has been left to the discretion of each road by the 
Standard Code Committee. Sometimes green is used for proceed 
and on some roads green and red for caution, while others use 
yellow for caution and green for proceed. The original recom- 
mendation by the Committee on Train Rules of the American 
Railway Association specify white for proceed and green for 
caution, as indicated by the above two questions immediately 
preceding this note. 

Question 44. — What does it signify when green and 
white are shown together? (10). 

Answer. — Not a regular stop but one known as a 
flag stop for passengers or freight. 

Question 45. — If blue is shown, what does it signi- 
fy? (10). 

Answer. — That cars must not be moved when thus 
protected. 

Question 46. — When may a red fusee be passed 
when one is found burning? (11). 

Answer. — When it is completely burned out. 

Question 47. — What does it signify when a green 
fusee is shown burning? (12). 

Answer. — It is a signal of caution. 

Note. — To avoid the danger of fire care should be used when 
throwing fusees to see that they do not fall near wooden struc- 
tures. 



STATION AND TRAIN WORK 



99 



HAND, FLAG AND LAMP SIGNALS. 

Question 48. — When the hand, flag or lamp signals 
are swung across the track, what does it indicate? 
(12). 

Answer. — Stop ! 




Stop — Swung across the track. 



Question 49. — When raised and lowered vertically 
what is indicated? (12). 
Answer. — Proceed. 

Question 50. — What signals should be given by- 
hand, flag or lamp if a train is to back? (12). 
Answer. — They should be swung vertically in a cir- 
cle at half arm's length across the track when train 
is standing. 

Question 51. — What signals should be given if a 
train has parted? (12). 

Answer. — Swung vertically in a circle at arm's 
length across the track while train is running. 



STATION AND TRAIN WORK 




Proceed—Raised and lowered vertically. 




Back— Swung vertically in a cirrte across the track. 



STATION AND TRAIN WORK 






| =v 


Y- 


\ )" " 


U 


.|...U-j' 


.1.. 


/• 


] " 


7 


%j 





Train has Parted — Swung vertically in a circle at arm's length 
across the track. 

Question 52. — What signal should be given to apply 
the air brake? (12). 

Answer. — Swung horizontally in a circle while train 
is standing still. 

Question 53. — To release the air brake, what sig- 
nal should be given? (12). 

Answer. — At arm's length above grade while train 
is standing still. 

Question 54. — When anyone on or near the track 
violently waves any object, what is it considered a sig- 
nal for? (13). 

Answer. — It is a signal to stop. 

Note. — The manner in which a signal should be obeyed, is in- 
dicated by the speed at which it is given. When given rapidly, it 
indicates to move rapidly. When given slowly, it indicates to 
move slowly. 



102 STATION AND TRAIN WORK 




Apply Air Brakes— Swung horizontally in a circle. 




Release Air Brakes — Held at arm's length above the head. 



STATION AND TRAIN WORK 103 

AUDIBLE SIGNALS. 

Question 55. — To apply the brakes what signal is 
given? (14 A). 

Answer. — One short blast of the whistle. 

Question 56. — To release the brakes, what signal is 
given? (14 B). 

Answer. — Two long blasts of the whistle. 

Question 57. — When the engineer desires the flag- 
man to go back and protect the rear of the train, what 
signal does he give? (14 C). 

Answer. — One long and three short blasts of the 
whistle. 

Question 58. — When a flagman is called in from the 
south and west, what signal is given? (14 D). 

Answer. — Four long blasts of the whistle. 

Question 50. — When the flagman is called in from 
the north and east, what signal is given? (14 E). 

Answer. — Five long blasts of the whistle. 

Question 60. — When the engineman signals that the 
train is parted, what signal does he give? (14 F). 

Answer. — Three long blasts of the whistle. 

Question 61. — How often is the signal repeated? 

(14 F). 

Answer. — Until answered. 

Question 62. — When a signal is given that the train 
is parted, what signal does the engineman give in an- 
swer? (14 F). 

Answer. — Three long blasts of the whistle. 

Question 63. — What signal should trainmen give in 
answer to a signal from the engineman that train has 
parted? (14 F). 

Answer. — Hand, flag or lamp swung vertically in a 
circle at arm's length across the track. 



104 STATION AND TRAIN WORK 

Question 64. — For answering signals not otherwise 
provided for, what signal does the engineman give? 
(14 G). 

Answer. — Two short blasts of the whistle. 

Note. — Enginemen are not required to answer fixed signals. 
All other signals given to stop a train either by hand, lamp, flag, 
fusees or torpedoes should be answered by two short blasts of the 
steam whistle. Three long blasts of the whistle should be used 
when answering a signal that the train has parted. 

Question 65. — When a train is standing, what is the 
signal to back? (14 H). 

Answer. — Three short blasts of the whistle. 

Question 65 A. — When train is running what is 
indicated bv three sharp blasts of the whistle? (14 
H). 

Answer. — It is an answer to the conductor's signal to 
stop at the next station. 

Question 66. — When an engineman wants to call 
for signals from switchmen, watchmen, trainmen and 
others, what signal does he give? (14 J). 

Answer. — Four shcrt blasts of the whistle. 

Question 67. — When crews of trains of the same or 
inferior class must have attention called to signals dis- 
played for following sections what signal is used? 
(14k). 

Answer. — One long and two short blasts of the 
whistle. 

Question 67a. — Is the attention of crews, yard en- 
gines and extra trains called to signals displayed for fol- 
lowing sections by the same signal : viz., one long and 
two short blasts of the whistle? (14k). 

Answer. — Yes. 

Question 68. — At public grade crossings, what sig- 
nal is given? (141). 



STATION AND TRAIN WORK 105 

Answer. — Two long and two short blasts of the 
whistle. 

Note. — The American Railway Association failed to approve 
of a whistle signal for meeting point. Probably the middle order 
is the best way to protect the meeting point. 

Question 69. — For approaching stations, railroad 
crossings and junctions what is the signal? (14m). 

Answer. — One long blast of the whistle. 

Question 70. — When several short blasts of the 
whistle are given, what does it indicate? (14). 

Answer. — The warning or alarm for persons or cat- 
tle on the track and also for calling attention to danger 
ahead. 

Note. — In giving these signals correctly every care should be 
taken and prompt attention given to any infraction of these rules. 
Extraordinary precautions in giving whistle signals in stormy 
weather should be used and care exercised to make signals clear 
and distinct. 

Question 71. — What is indicated by the explosion of 
one torpedo? (15). 

Answer. — Come to a dead stop. 

Question 72. — What is indicated when two torpe- 
does explode not more than 200 feet apart? (15). 

Answer. — Speed should be reduced and a sharp 
lookout kept for the stop signal. 

Note. — Care should be taken not to place torpedoes at cross- 
ings or stations where people are likely to pass them. For 
various reasons torpedoes should not be wholly depended upon 
to stop trains. 

. AIR-WHISTLE OR BELL-CORD SIGNALS. 

Question 73. — When train is standing what is indi- 
cated by two blasts of the air-whistle? (16a). 

Answer. — Start. 

Question 74. — What is indicated when two blasts of 
air-whistle are given when train is running? (16b). 

Answer. — Stop. 



106 STATION AND TRAIN WORK 

Question 75. — When train is standing and three 
blasts of air-whistle are given what does it indicate? 
(16c). 

Answer. — Back. 

Question 76. — When train is running and three 
blasts of air-whistle are given what does it indicate? 
(16d) 

Answer. — Come to a stop at next station. 

Question 77. — When train is standing and four 
blasts of air-whistle are given what does it indicate? 
(16e). 

Answer. — Apply or release the brakes. 

Question 78. — When train is running and four blasts 
of air-whistle are given, what does it indicate? (16f). 

Answer. — Reduce speed. 

Question 79. — When train is at a standstill what 
does five blasts of the air-whistle indicate? (16g). 

Answer. — Call for the flagman to come in. 

Question 80. — When train is running and five blasts 
of the air-whistle are given, what does it indicate? 
(16h). 

Answer. — Speed should be increased. 

Note. — When a stop is to be made at the next station, signals 
should be given as soon as possible after leaving previous station, 
to avoid the possibility of mistaking the engineman's answer for 
an answer to a flagman's signal. 

TRAIN SIGNALS. 

Question 81. — After sunset what signals should be 
provided on front of a train? (17). 

Answer. — A head-light. 

Question 82. — W r hen a train starts out to meet an- 
other and has stopped clear of main track, or is stand- 
ing to meet train at the end of a double track or at 



STATION AND TRAIN WORK 107 

junctions, what should be done to the head light? 
(17). 

Answer. — It should be covered. 

Question 82a. — Should the head light be covered be- 
fore the train is clear and the switch right? (1?). 

Answer. — No. 

Question 82b. — Suppose there are two trains at a 
station for an opposing train and the second train is 
unable to clear on account of a too short siding, would 
they depend for protection on the head light on being 
streamed on the leading train. (17). 

Answer. — They would not. In such a case a flag- 
man should be immediately sent out by the second 
train to afford full protection. 

Question 82c. — Then where is the necessity of 
leaving the head light on the leading train uncovered? 

(17). 

Answer. — Because the train cannot properly be con- 
sidered clear of the main track while the main track 
switch remains open for the second train. Not until 
the switch is properly closed, may the head light be 
covered. 

Question 82d. — Would not the head light of the 

leading engine be likely to have a blinding effect upon 

the eye sight of the engineer of the approaching train 

to such an extent that he would be unable to see the 

flagman from the train following. (17). 

Answer. — It would hardly interfere with his vision to the 
extent of preventing his seeing the flagman. The headlight is of 
itself an indication that the train is not clear, therefore the ap- 
proaching train ought to be moving with caution, fully prepared 
to stop at the switch. If the leading train had its headlight cov- 
ered the opposing train would approach at a much iigher rate of 
speed so that the flags from the following crain might be much 
less effectual than the headlight on the leading train. 



108 STATION AND TRAIN WORK 

Note. — At a meeting point where there are more trains than 
the siding will hold the headlight of the leading train should not 
be concealed. 

Question 83. — After sunset, what signals must the 
out engine display? (18). 

Answer. — Head light at front and rear or two white 
lights. 

Question 84. — Should yard engines display mark- 
ers? (18). 

Answer. — No. 

Question 85. — What are markers? (19). 

Answer. — By clay green flags : by night a green light 
to side and front and in the rear a red light. 

Question 86. — Where are markers displayed? (19). 

Answer. — The rear of a' train. 

Question 87. — What do markers indicate? (19). 

Answer. — The rear end of a train. 

Question 88. — Should a train meet or pass your train 
at^a meeting or passing point without displaying 
markers, what would you do? (19). 

Answer. — I would signal the passing train and re- 
main in the clear until the rear portion of same train 
has passed because the absence of markers would indi- 
cate a train had parted. 

Question 89. — What change must be made in the 
markers when a train is clear of the main track? (19). 

Answer. — At the front, side and in the rear, green 
lights must be displayed. 

Question 90. — When must the signals be displayed 
again? (19). 

Answer. — After the train to be met has gone or 
passed. 

Question 91. — What signal must all sections of a 
train, except the last, display on the front of the en- 



STATION AND TRAIN WORK I Of) 

gine when it is running in two or more sections. (20). 

Answer. — Two green flags during the day and at 
night two green lights in addition. 

Question 93. — When a train carries two white flags 
by day and at night two white lights in addition on the 
front of the engine what does it indicate? (21). 

Answer. — An extra train. 

Question 93a. — When should the white signals be 
removed from an extra train. (21). 

Answer. — When it has reached the end of its run 
and is entirely clear of the main track. 

Question 94. — When two or more engines are 
coupled together and carrying signals, how must they 
be displayed? (22). 

Answer. — On the leading engine only. 

Question 94a. — When two or more engines 
coupled together are running backward as a section of 
a train carying signals for following section on which 
engine will the display markers be placed, and on 
which engine the classification signals be shown? (22). 

Answer. — The classification signal must be displayed 
on the leading engine in the -place provided for it 
near the head light. The display markers on the place 
provided for them on the pilot of the rear engine. . 

Note. — When two or more engines are coupled together the 
sounding of .signals and operation of the air should be done by 
the engineer of the leading engine. When running as an extra, 
the number on the leading engine is applied to the extra and 
orders addressed to this train should be addressed to the leading 
train, because the train is identified by its number. Copies rf all 
clearances and all train orders must be provided for the engine- 
man of each engine. 

Question 95. — How must one flag the light up ahead 

when displayed as a classification signal? (23). 

Answer. — In the same manner as if it were not dis- 
played. 



STATION AND TRAIN WORK 




22o < 



5« » 






*S2 O 




STATION AND TRAIN WORK 



(K 


i#fl< f 






°o J> 




i 

A 

z 

k. 
O 

w 




n 


HT.WIT 
USHING 

wing gT 






forward by nig 
:ar of a train p 

as markers, sho 
red to rear. 


T T 


uoe J a 


a 


UNNIN 
rTHE 

at A 1 
side a 


Ik 

t 








[JOT CARS ENGINE R 
CARS. OR A' 

Lights 
front and 




BE 

w 




riU 








FORWARD BY DA 
HR OF A TRAIN P 

larkers. 


*=! 


f* 


^ Of /, 

z uj 

as F & 



STATION AND TRAIN WORK 




«.2 



V o 



HI 



£«• 






.s.S.2 

£3g 



Wffl^ 




wuffi 



ia^SSP 



n £3 < p 






3H ^O 



STATION AND TRAIN WORK 



"3 








114 



STATION AND TRAIN WORK 



23 








mm 



SB 



™WQJ 



«*§ 1! 

H 3 O 



STATION AND TRAIN WORK 



115 






<Rear or Tender ) 



Jl 
If 



!.■*=■ 



ENGINE RUNNING BACKWARD BV NIGHT WITHOUT CARS GR AT 
THE FRONT OF A TRAIN PULLING CARS. 

White light at A. 



n6 



STATION AND TRAIN WORK 




REAR OF TRAIN BY DAY 
Green flags at A A, as markers 



STATION AND TRAIN WORK 



117 




3'Q 



n8 



STATION AND TRAIN WORK 




STATION AND T*RAIN WORK IIQ 

Question 96. — What must be displayed on the front 
of the leading car when cars are being pushed by an 
engine at night? (24). 

Answer. — A white light. 

Question 97. — Is there any exception to this rule? 
(24). 

Answer. — There is. It need not be done when 
switching or making up trains in yards. 

Question 98. — In the case of a passenger train must 
each car have communication with the engine? (25). 

Answer. — Yes. 

Question 99. — For this purpose what appliance is 
used? (25). 

Answer. — Air whistle signals or gong and cord. 

Question 100. — What must be done before coupling 
to, moving, or placing other cars in front of cars, en- 
gine, engine or train, when protected by a blue signal 
if shown on the end of the car, engine or train? (26). 

Answer. — It must be removed by the person who 
placed it there. 

Question 101. — Is it permissable to place other cars 
on the same track, thereby intercepting view of the 
blue signals. (26). 

Answer. — It is, provided the railroad men have first 
been notified. 

USE OF SIGNALS. 

Question 102. — In the event of the absence of a cus- 
tomary signal or a signal imperfectly displayed, how 
should it be regarded and what is your duty in such 
cases. (27). 

Answer. — It should be regarded as a signal to stop 
and your duty would be to report it to a superior 
officer. 



120 STATION AND TRAIN WORK 

Note. — All fixed signals which include white lights are re- 
ferred to by Rule 27. 

Question 103. — What are the purposes for which the 
colors green and white are used? (28). 

Answer. — To stop trains at block stations. 

Question 104. — May the colors green and white be 
used to stop a train at a point other than a block stop 
for that particular train? (28). 

Answer. — No. In such a case a red signal must be 
used. 

Question 105. — When a signal other than a fixed 
signal is given to stop a train how must it be acknowl- 
edged? (29). 

Answer. — By two short blasts of the whistle. 

Question 106. — At what times is it absolutely requi- 
site that the engine bell be rung? (30 & 31). 

Answer. — Always when the engine is about to move 
when approaching every public road crossing at grade. 

Question 107. — At what other places must the 
whistle always be sounded? (31). 

Answer. — At all whistling posts. 

Question 108. — Is it prohibited to use the bell and 
whistle unnecessarily? (32). 

Answer. — Yes. 

Question 109. — At Public roads and street crossings 
when will the rights be used by switchmen? (33). 

Answer. — Only when necessary to stop trains. 

SUPERIORITY OF TRAINS. 

Note. — Except in the case of extra trains moving in the same 
direction on which the time table confers superiority by permit- 
ting it to hold the main track at a meeting point with an 
opposing extra train, there is no superiority between extra trains. 

Question 110. — In what manner is one train superior 
to another? (71). 



STATION AND TRAIN WORK 12 1 

Answer. — By right, class or direction. 

Question 111. — In what manner does a train acquire 
its rights? (71). 

Answer. — By a train order. 

Question 112. — How does a train acquire its class 
and direction? (71). 

Answer. — By the timetable. 

Question 112a. — Explain which is superior, right, 
class or direction? (71). 

Answer. — Right is superior to class or direction and 
direction is superior when governing trains of the 
same class. 

Question 112b. — Explain relative superiority of 
trains to their respective classes. (72). 

Answer. — First class trains are superior to trains of 
the second class and all successive classes. Second 
class trains are superior to third and all successive 
classes and so on. Trains in the direction as specified 
in the timetable are superior to the trains of the same 
class running in the opposite direction. 

Question 112c. — In this division in which direction 
are trains superior to trains of the same class in an 
opposite direction. (72). 

Answer. — 

Question 112d. — Are extra trains inferior to regular 
trains? (73). 

Answer. — They are. 

MOVEMENT OF TRAINS. 

Note. — No matter how late they may be all schedule trains 
should register on the page which corresponds with the date on 
which the train is due to arrive or leave a station. Extra trains 
register on the page corresponding with the date they actually dq 
arrive. 



122 STATION AND TRAIN WORK 

Question 113. — How late must a regular train be> 
before it loses both right and class? (82). 

Answer. — After regular trains have become twelve 
hours late from schedule arriving or leaving time at 
any station they lose both right and schedule and 
thereafter proceed only as authorized by train order. 

Question 114. — Suppose No. 6 is due to arrive at 

at 9 :30 a. m. and leave at 10 :30 a. m., when will 

it have lost both its right and class? (82). 

Answer. — If it fails to arrive at before 9 :30 

p. m. or to leave before 10 :30 p. m., it will have 

lost its rights. 

Question 115. — In such a case may No. 6 flag into 

at 9 :40 p m. and leave there as number No. 6 

if it can get out before 10:30 p. m. and so retain its 
rights? (82). 

Answer. — No, it cannot. 

Question 116. — Would it be possible for it to leave 
as No. 6 before 10.30 p. m. providing the dispatcher 
authorizes it by train order? (82). 

Answer. — Yes. 

Note. — When trains are run in sections, any section which 
becomes twelve hours late on schedule, loses both its rights and 
class according to Rule 82, no allowance being made for sections 
running five minutes apart. A train which holds an order to 
run late will lose both right and class as soon as it is twelve 
hours behind its schedule time. The fact that it has an order 
permitting it to run late does not lengthen the life of a train. 
In every case the schedule time as shown upon the time table is 
referred to by Rule 82. 

Question 116a. — Suppose an opposing train has 
an order to meet No. 6 at a certain station and No. 6 
came twelve hours late in arriving at that particular 
station, should the opposing train' proceed against No. 
6? (82). 

Answer. — Yes. 



STATION AND TRAIN WORK I23 

Question 117. — Before leaving a junction terminal 
or any other stopping point or before passing from a 
double to a single track what must be ascertained? 
(83). 

Answer. — It must be positively ascertained that all 

trains of the same or superior class have gone. 

Note. — Rule 83 has reference to trains of the same class, even 
though they may be moving in the inferior direction, for the 
reason that a train of superior direction must approach all sidings 
prepared to stop, until in accordance with Rule 99 such train is 
met. 

Question 118. — Without a proper signal may a train 
start? ,(84). 

Answer. — No. 

Question 119. — May a train proceed in advance of a 
train of the same class in the same direction? (85). 

Answer. — Yes. 

Question 120. — May one extra train pass another 
extra or may one train of a certain class pass a train of 
the same class? (85). 

Answer. — Yes. 

Question 121. — How must the time of a superior 
train be cleared by an inferior train going in the same 
direction? (86). 

Answer. — By not less than five minutes. 

Question 121a. — How must a first class train be 
cleared by an inferior train going in the same direc- 
tion? (86). 

Answer. — The inferior train must be cleared at the 
time the first class train is due to leave the next sta- 
tion, in the rear where the time is shown. 

Question 121b. — With respect to approaching supe- 
rior trains what is required of an inferior train? (87). 

Answer. — It must keep out of the way. 



124 STATION AND TRAIN WORK 

Question 121c. — How must a train be protected 
which fails to clear the main track as required by 
rules? (87). 

Answer. — In accordance with rule 99, it must be 
protected by flag. 

Question 121d. — By how many minutes must the 
time of regular trains be clear by extras? (87). 

Answer. — By minutes. 

Question 121e. — With respect to opposing extras 
how should extras be governed? (87). 

Answer. — By train order. 

Question 122. — Between trains of the same class at 
meeting points, when must the inferior train clear the 
main track. (88). 

Answer. — Before the leaving time of the train of 

superior class. 

Note. — Trains should not wait on a siding an unreasonable 
length of time for another train. In such cases a communication 
should be opened with the telegraph office for further instruc- 
tions. When holding the main track at the meeting point or 
passing point, care should be taken to adjust the switch for other 
trains. 

Question 123. — What must be done should it be- 
come necessary to back in, in order to clear the main 
track. (88). 

Answer. — In accordance with rule 99, a flagman 
must be sent out unless other provision has been 
made. 

Question 123a. — Which extra should take the siding 
when two extras pass at a meeting point? (88). 

Answer. — The extra in the inferior time table direc- 
tion. 

Note. — When Rule 88 was adopted in the Convention it was 
the sense of the Convention that at a meeting point should an 
inferior train have occasion to back, it must stop the superior 
train before passing the switch where the inferior train enters. 



STATION AND TRAIN WORK 125 

If the back-in provision is covered by a train order or special 
instruction it would be unnecessary to stop the superior train 
before backing in, although the flagman should be sent out in 
accordance with Rule 99 before the switch has been passed by 
the inferior train. 

Question 124. — At meeting points between trains of 
unequal classes, by how many minutes must the in- 
ferior train clear? (89). 

Answer. — The inferior train must take the siding 
and by at least five minutes, clear the time of the 
superior train. 

Question 125. — What must be done in case the in- 
ferior train has to back in? (89). 

Answer. — In accordance with rule 99, a flagman 
must be sent out to protect the train. 

Question 126. — By how many minutes must an in- 
ferior train clear the time of a superior train going in 
the same direction? (89). 

Answer. — Five minutes. 

Question 127. — When are trains required to stop at 
scheduled meeting or passing points, although of the 
same class? (90). 

Answer. — They are required to stop unless they can 
plainly see that the switch was right and the track 
clear. 

Question 128. — At what point should the train be 
stopped? (90). 

Answer. — It should be stopped clear of the switch 
in which the train to be met or passed uses when go- 
ing on the siding. 

Question 129. — Suppose a train to be met or passed 
is not at the schedule meeting or passing point, in what 
way would the train be governed which has the right 
of track? (90). 



126 STATION AND TRAIN WORK 

Answer. — It should proceed with caution, approach 
the sidings prepared to stop, under full control until 
the expected train is met or passed. 

Question 130. — In the absence of block signals, by 
how many minutes must trains going in the same 
direction be kept apart? (91). 

Answer. — They should be kept at least five minutes 
apart in closing up at stations. 

Question 130a. — Suppose trains No. 2 and No. 4 
to be of the same class and No. 2 is scheduled to pass 

No. 4 at . In the event No. 2 or No. 4 should be 

late would it affect its passing point? (91). 

Answer. — It would not. If number 4 were late, No. 

2 would proceed to and wait there for No. 4 

to pass. 

Question 130b. — If it were desirable that No. 2 
should proceed ahead of No. 4, what form of order 
should be issued? (90). 

Answer. — An order issued to read No. 4 will pass 

No. 2 at ." (See form B, example 1 Standard 

Code). 

Question 131. — Is it permissible for train to leave 
at a station in advance of the schedule time shown for 
it to leave? (92). 

Answer. — No. 

Question 132. — May a train leave a station before its 
leaving time as shown in the schedule? (92). 

Answer. — No. 

Question 133. — What class of trains may hold the 
main track by protecting against other trains when 
within yard limits. (93). 

Answer. Class. 



STATION AND TRAIN WORK 1 27 

Question 133a. — When moving within yard limits, 
how should class and extra trains proceed? (93). 

Answer. — In full control, prepared, to stop unless 
main track is seen or known to be clear. 

Question 134. — Suppose a train overtakes another 
train of the same or superior class unable to move 
because of a breakdown, what should be done? (94). 

Answer. — Assume the schedule and take the orders 
of the disabled train, if necessary, proceed to the next 
open telegraph office and report the particulars to the 
superintendent. 

Question 135. — When a disabled train has surren- 
dered its orders and rights to a following train that 
has passed it, on what rights does the disabled train 
then move? (94). 

Answer. — On the rights of the train with which it 
exchanged orders. 

Note. — If a disabled train has rights of its own to make the 
next telegraph office it is unnecessary for a passing train to 
assume its schedule and take its train orders. An exchange of 
orders and schedule would avail nothing in case the disabled 
train had been so long delayed that it had forfeited all rights to 
proceed. In that case the following train might have no rights 
and so both trains would be tied up. The exchange of orders and 
schedules should always be made complete. (See Rule 94.) 

Question 135a. — If a train of inferior or the same 
class with rights or schedule to proceed should over- 
take a train between telegraph offices which is unable 
to proceed against the right of schedule of an oppos- 
ing train, how should they be governed? (94). 

Answer. — After proper consultation with the fol- 
lowing train the delayed train precedes it to the next 
telegraph station, where it will report to . 

Question 135b. — What should be done when oppos- 
ing trains are met under these circumstances? (94). 



128 STATION AND TRAIN WORK 

Answer. — It must be fully explained by the leading 
train that the excepted train is following. 

Question 136. — Is it allowable for more than one 
section of a train to be run on the same schedule ? 
(95). 

Answer. — Yes. 

Question 137. — Where there are more than one sec- 
tion of a train, does each section have equal timetable 
authority? (95). 

Answer. — Yes. 

Question 137a. — When signals are displayed by 
whose authority is it done? (95). 

Answer. — ■ . 

Note. — The practice varies on different railroads. Yard- 
masters are authorized to issue instructions to a train to display 
signals on some roads. Where the business is heavy, and the 
issuing of such orders by the Dispatcher would interfere with 
his other duties, it is customary for the yardmaster to issue such 
instructions. This practice is considered safe, because all sec- 
tions must examine the register to ascertain before leaving that 
the section ahead of them has registered signals. 

Question 139. — On a single track when signals dis- 
played for following train are taken down at any point 
before the following train arrives, how should a con- 
ductor be governed under the respective conditions as 
follows: (96). 

A. At a point where there is an agent, 
operator, switch tender or register book. 

Answer. — Arrangements should be made by the 
Conductor with the agent, operator, or switch tender 
to notify opposing train of same or inferior class. 

B. Where there is no agent, operator or 
switch tender, what should be done? 

Answer. — In this case, a flagman must be left to 
notify opposing train of the same or inferior class. 



STATION AND TRAIN WORK 12() 

Question 139a. — How should these arrangements be 
made, verbally or in writing? (96). 

Answer. — In writing. 

Question 140. — When extra trains are run, by whose 
authority do they move? (97). 

Answer. . 

Note. — The displaying of signals or running of an extra train 
is left by the Standard Code to the discretion of the railroad. 
Usually for this. purpose the Superintendent's initials are used. 

Question 141. — When approaching the end of a 
double track, railroad crossings at grade, draw-bridges 
and junctions, how should trains proceed? (98). 

Answer. — Under control .prepared to stop unless 
switch and signals are right and track clear. In cases 
when it is required by law, trains must stop. 

Question 142. — How must a train be protected which 
becomes delayed or stops under circumstances in 
which it may be overtaken by another train. (99). 

Answer. — Flagman must immediately go back a 
sufficient distance to procure full protection provided 
with the usual stop signals. 

Question 143. — Before returning, when the flagman 
is recalled to his train, what should he do? (99). 

Answer. — Place two torpedoes on the rails. 

Question 144. — When moving on a single track, how 
should front of the engine be protected? (99). 

Answer. — It should be protected by flag which 
should be shown by the head brakeman and in case he 
is unable to go by the fireman. 

Note. — In regard to Rule 99, it may be noted the flagman 
must immediately go back without waiting for the conductor to 
send for him or the engineman to whistle him back. 

Question 145. — Who must take the place of the 
flagman after he has gone back to protect the rear of 
the train? (100). 



130 STATION AND TRAIN WORK 

Answer. — The , if it is a passenger train 

and in the case of other trains, the next brakeman. 

Question 146. — If a train should part while in mo- 
tion, what should be done? (101). 

Answer. — The train parted signals should be given 
as prescribed by rules 12 (d) and 14 (f) and attempt 
made to prevent the detached portions from becoming 
damaged. The detached portion should not be moved 
or passed until the front portion (which has right of 
track to return) comes back. If the vision is ob- 
structed, a flagman should be sent ahead to the fore- 
most portion which must run with great caution. 

Question 147. — How would you proceed in case you 
overtook a train that had parted? (101). 

Answer. — Would neither move or pass around the 
rear portion. 

Question 148. — What precaution must be taken' to 
insure safety when train is being pushed by an en- 
gine? (102). 

Answer. — In order to signal in case of necessity the 
flagman must ride on the head car. 

Question 149. — In what form ought messages to be 
given respecting the movements of trains or condi- 
tion of track and bridges? (103). 

Answer. — In writing. 

Question 150. — After using switches how should 
they be left? (104). 

Answer. — In proper position. 

Question 151. — What member of the train crew is . 
responsible for the proper adjustment of switches. 
(104). 

Answer.— -Except in cases where switch tenders are 
stationed, the conductor. 



STATION AND TRAIN WORK 13 r 

Question 152. — If a section of a train is following, is 
it permissible to leave the switch open? (104). 

Answer. — It is not, unless it is in charge of a train- 
man of the following train. 

Question 153. — What members of the train crew are 
held responsible for the safety of their train? (105). 

Answer. — The Conductor and the Engineman. 

Question 154. — What must be done by Conductors 
and Enginemen when an emergency arises that is not 
covered by the rules. (105). 

Answer. — Every precaution must be taken to pre- 
vent accident. 

Question 155. — What should be done in case of 
doubt or uncertainty? (106). 

Answer. — The safe course must always be taken 
and no risks run. 

RULES FOR MOVEMENT BY TRAIN ORDERS. 

Question 156. — Why are train orders used and in 
what form should they be issued? (201). 

Answer. — To govern the movements of trains not 
provided for by timetable ; they must be issued in the 
prescribed forms. 

Question 156a. — What must train orders contain 
and how should they be worded? (201). 

Answer. — They must contain only information and 
instruction governing the movements of trains ; in 
their wording they must be brief and clear. 

Question 156b. — Is it proper to accept train orders 
which show, erasures, and interlineations? (201). 

Answer. — No. 

Question 157. — When the same train orders are 



I3 2 STATION AND TRAIN WORK 

issued to various persons or trains, must they be given 
in exact form and wording to each? (202). 

Answer. — Yes. 

Question 158. — When a new series of numbers for 
train orders is started, at what time each day will it 
begin and in what order are they numbered? (203). 

Answer. — A new series begin at midnight and they 
are numbered in consecutive order. 

Question 159. — When train orders are issued, to 
whom are they addressed? (204). 

Answer. — When issued to a train, they must be 
addressed to the conductor, engineman and also to 
anyone who acts as pilot and in other cases to those, 
who are to carry them into execution. 

Question 159a. — Should each engineman have copies 
of all orders affecting a train when two or more en- 
gines are attached to it? (204). 

Answer. — Yes. 

Question 159b. — May the train order issued to one 
train be applied to and used by any other train? (204). 

Answer. — No. 

Question 159c. — When train orders are addressed to 
operators, restricting movements of trains, how should 
they be respected by conductors and enginemen? 
(204). 

Answer. — The same as if addressed to them. 

Question 160. — Must train dispatchers keep a record 
of train orders, and if so, when must such records be 
made? (205). 

Answer. — The train dispatcher must keep a full 
record of all train orders issued in a book provided for 
the purpose, must record the names of those who have 
signed for the orders, the time, signals and from what 



STATION AND TRAIN WORK 133 

office the order was repeated and the response trans- 
mitted. Must also have the train dispatcher's initials. 
Such record must be made immediately at time orders 
are given and completed and never from memory or 
memorandum. 

Question 161. — In what manner are regular trains 
designated in train orders? (206). 

Answer. — Always by their numbers. For example, 
"first No. 6 or second No. 6" and where desirable the 
engine number may also be added. 

Question 161a. — How are extra trains designated in 
train orders? (206). 

Answer. — Extra trains are designated by their en- 
gine numbers with the direction of the train added. 
For Example, "Extra 678 West." 

Question 161b. — How should train numbers and 
time be stated on train orders? (206). 

Answer. — Only in figures. 

Question 162. — When dispatcher is transmitting an 
order what signal does he give to each office? (207). 

Answer.— "31 or 19" followed by direction and by 

information that more or less than three copies are 

desired, the operator is informed. For example. "31 

West copy 5" or "19 East copy 2." 

Note. — These signals may be omitted where figures 31 and 19 
are not both in use. 

Question 163. — When a train order is to be sent to 
two or more offices, in what manner must it be sent? 
(208a). 

Answer. — Simultaneously to as many as practicable. 

Question 163a. — In what order must several ad- 
dresses be given when a number of orders are sent 
simultaneously? (208a). 



l 3 4 STATION AND TRAIN WORK 

Answer. — In the order of superiority of trains, each 
office taking its proper numbers. 

Question 164b. — When train orders are not sent 
simultaneously to all, how will the order be sent? 
(208a). 

Answer — To the superior train first. 

Question 164c. — What will the operator at the meet- 
ing or waiting point do with the train orders? (208b). 

Answer. — Deliver copies of the order to all trains 
affected, until all have arrived from one direction. 

Question 165. — When operators are transmitting 
train orders should they make copies of them on mani- 
fold blanks and in case he fails to make enough copies 
how may he supply them? (209). 

Answer. — He must write copies in manifold and 
failing to make sufficient number must trace others 
from one of the copies first made. 

Question 166. — When operators have a "31" order 
to repeat, how should they proceed? (210). 

Answer. — They must repeat the order immediately 
from the manifold in the succession in which the sev- 
eral offices have been addressed and watch to see 
that others repeat it correctly unless otherwise 
directed. 

Question 167. — Who is to sign for it after the order 
has been repeated? (210). 

Answer. — The person to whom the order is ad- 
dressed, except enginemen. 

Question 168. — What must the operator do after the 
order has been signed? (210). 

Answer. — Send the signature to the dispatcher who 
will then give the "complete" and time : also the 
initials of the after which the operator will write 



STATION AND TRAIN WORK 135 

on each copy the word "complete," the time and his 
last name in full and deliver a copy to each person 
addressed except the engineman. The copy to each 
engineman must be delivered to him personally by 

Note. — In regard to Rule 210, the blanks may be filed to suit 
the requirements of each road. On roads where the signature 
of the engineman is desired the words "except engineman" may 
be omitted. If preferred each person receiving an order may be 
required to read it aloud to the operator. 

Question 169. — What must be done when a "No. 19" 
order is received? (211). 

Answer. — Unless otherwise directed the operator 
must repeat it at once from the manifold copy in the 
succession in which the several offices have been ad- 
dressed, care being taken by each operator to see that 
the others repeat it correctly. When the order has 
been correctly repeated the response "complete" and 

the time with the initials of the will be given by 

the train dispatcher. The operator will then write on 
each copy, the word complete, the time and his last 
name in full and personally deliver a copy to each per- 
son addressed without taking his signature. If in 
order to deliver a copy to the engineman, the operator 
must leave the immediate vicinity of the office, the 
engineman's copy will be delivered by . 

Question 169a. — How will delivery be made when a 
"19" train order is issued for a train at a point where 
its superiority is restricted by such an order? (211). 

Answer. — Train must be brought to a stop before 
delivery of an order. 

Question 170. — When may "X" response be given 
in acknowledgement of a train order having been 
delivered? (212). 



136 STATION AND TRAIN WORK 

Answer. — A train order may, when so directed by 
the train dispatcher, be acknowledged without repeat- 
ing by the operator and he will say "X" (order) No. 

to (train) No. giving also his initials and 

office signal. After having done this, he will write on 
the order his initials and the time. 

Question 171. — In the case of an inferior train when 
may "complete" be given? (213). 

Answer. — When the order has been repeated or "X" 
response has been sent by the operator who receives 
the order for the superior train. 

Question 172. — Before "complete" has been given 
and after it has been repeated or . "X" response sent, 
how is an order regarded? (214). 

Answer. — As a holding order. 

Question 172a. — When a train order has been re- 
peated or "X" response sent and before "complete" 
has been given how then must the order be treated? 
(214). 

Answer. — As a holding order for train addressed. 

Question 172b. — In case the wire fails after a 
"31" order has been sent and repeated or "X" response 
sent and before "complete" has been received, has the 
train the right to proceed to which the order is ad- 
dressed? (214). 

Answer. — No. 

Question 172c. — If before, an office has repeated an 
order or "X" response has been sent the wire should 
fail, would the order be effective? (214). 

Answer. — No. 

Question 173. — Which of the copies of the train 
order should be kept by the operator? (215). 

Answer, — The lowest copy. 



STATION AND TRAIN WORK 137 

Question 174. — When train orders are delivered by 
the train dispatcher what are the requirements as to 
record and delivery? (216). 

Answer. — Same as at other points or offices. 

Question 175. — In the case of a train order being 
delivered to a train at a point not a telegraph office or 
at a station at which the telegraph office is closed, 
how should it be addressed? (217). 

Answer. — Conductor and Engineman at No. 

care . 

Question 175a. — When form "31" is used, whose 
signature must be taken before "complete" is given 
and what copies should the person delivering the order 
have? (217). 

Answer. — The person in whose care the order is 
sent, should sign it and should have one copy for the 
engineman, one for the conductor and one for the per- 
son who delivers the order. 

Question 175b. — Whose signature must appear on 
the copy which he retains and what must he do with 
it? (217). 

Answer. — The signature of the conductor and en- 
gineman of the train to which the order applies. It 
should be delivered to the telegraph office which he 
can first reach. 

Question 175c. — Is the order to be regarded as if 
"complete" had been given in the usual manner by the 
train receiving it and so be governed accordingly? 
(217). 

Answer. — Yes. 

Question 175d. — May "complete" be given to an in- 
ferior train when orders are sent as above, before the 
signature of the conductor and engineman of the 



138 STATION AND TRAIN WORK 

superior whose rights are thereby restricted? (217). 

Answer. — No. 

Question 176. — When a train is running in more 
than one section, are all its sections included when it 
is named in an order unless particular sections are 
specified and should copies of the orders be furnished 
to each section? (218). 

Answer. — Yes. 

Question 177. — May the "X" response or repeat be 
given by an operator to a train order for a train, the 
engine of which has passed the train order signal be- 
fore they ascertained that the conductor and engine- 
man had been notified that he has orders for them? 
(219). 

Answer. — No, not unless otherwise directed. 

Note. — The "X" response is to be used to save time in getting 
an inferior train started. Quite a saving of time is effected when 
several orders are concerned. The Dispatcher, however, should 
require a repetition of the order as soon as he can get it when 
the "X" response has been used. 

Question 178. — After train orders have once taken 
effect, how long do they continue in force? (220). 

Answer. — Until fulfilled, superseded or annulled. 

Question 179. — May a particular portion of an order 
which specifies a particular movement be annulled or 
superseded? (220). 

Answer. — It may. 

Question 179a. — Suppose a train has lost its rights 
as per rule 4 and 82, would orders held by or issued for 
it be effective? (220). 

Answer. — No. 

Question 179b. — Suppose a certain part of an order 
relating to a regular train should become void when 
such a train has lost both right and class in accordance 



STATION AND TRAIN WORK 139 

with rule 4 and 82 or is annulled, does that part of the 
order become void? (220). 

Answer. — It does. 

Note. — The annullment indication of the signal on some roads 
is "proceed." Where such is the case, the following five ques- 
tions do not apply. 

Question 180. — When the operator is on duty at 
train order office, what does the fixed signal indicate? 
(221a). 

Answer. — Stop. 

Question 180a. — When a stop signal is displayed 
may a train pass? (221a). 

Answer. — No. 

Question 180b. — When is this signal fastened at 
"Proceed?" (221a). 

Answer. — When there is no operator on duty 

Question 181c. — What is required of conductor and 
engineer if the train order signal is not displayed at a 
night office? (221a). 

Answer. — Bring the train to a stop, learn the cause 
and report the facts from the next open telegraph 
office. 

Question 181d. — In case fixed signals fail, what sig- 
nals must operators keep on hand to use in their 
stead. (221a). 

Answer. — Hand signals. 

Note. — Where the annullment indication of the signal is 
"stop," as it is on some roads, the following seven questions will 
not apply. 

Question 182. — At a train order office what is indi- 
cated when fixed signal is displayed and there are no 
orders. (221b). 

Answer. — Proceed. 

Question 182a. — When there are orders what will the 
fixed signals indicate? (221a). 



140 STATION AND TRAIN WORK 

Answer. — Stop. 

Question 182b. — In case an operator receives the 
signal "31" or "19" what should he do? (221 b). 

Answer. — Display the stop signal immediately and 
reply "Stop and Display." 

Question 182c. — When the dispatcher gives the "31" 
or "19" signal must he give the direction also? (221b). 

Answer. — Yes. 

Question 182d. — Under what conditions may a train 
pass a train order stop signal? (221b). 

Answer. — When a clearance card is issued. 

Note. — No trains must pass while a train order signal re- 
mains at block, notwithstanding they may have received orders 
without first getting a clearance card. 

Question 183e. — What must be done if signals are 
not displayed from a night office? (221b). 

Answer. — Bring the train to a stop, learn the cause 
and report at the next open telegraph office. 

Question 183f. — When the signal indicates stop, in 
what position is it? (221b). 

Answer. . 

Question 183g. — In case these signals fail what must 
operators have on hand ready for use? (221b). 

Answer. — Hand signals. 

Note. — If an operator changes signal from stop to proceed 
after the train has stopped the conductor may signal it to leave, 
and it may proceed without orders or clearance card, provided 
that the engineman can see the signal is clear. 

Question 184. — Should operator record the time of 
trains and report same? (222). 

Answer. — Yes. 

Question 185. — What abbreviations are customary? 
(223). 

Answer. — 

Signs for the signature of the . 



STATION AND TRAIN WORK 141 

Such offices and other signals as are arranged by 
the . 

C. & E. — for Conductor and Engineman. 

"X" — Train will be held until order is made "com- 
plete." 

Com. — for Complete. 

O. S. — for train report. 

No. — for Number. 

Eng. — for engine. 

Sec. — for section. 

Psgr. — for passenger. 

Frt. — for freight. 

Mins. — for minutes. 

Jet. — for junctions. 

Dispr. — for dispatcher. 

Opr. — for operator. 

"31" or "19" to clear the line for train orders and 
for operators to ask for train orders. 

S. D. — for Stop and Display. 

The usual abbreviations for the minutes and the 
stations. 

FORMS OF TRAIN ORDERS. 

After a train has been signed for by the conductor, he is 
held responsible for his train being safely moved or held in 
accordance with the order. After the engineman has received 
his copy of the order he is held equally responsible with the con- 
ductor. Unless he is positive that he has his train fully under 
his control the conductor has not the right to sign for an order. 

When a train is running extra on a schedule it does not lose 
its rights when it is twelve hours late. 

Question 186. — How would the conductor or en- 
gineman of train No. 4, be governed if holding an 
order which read : "No. 4 meet No. 3 at D." In case 
No. 3 arrived at D displaying signals? 



142 STATION AND TRAIN WORK 

Answer. — Should hold No. 4 at D for following sec- 
tions because no particular section having been speci- 
fied in the order, all sections are included and should 
be given copies of the order. 

Question 187. — Suppose an order that train No. 4 
would meet second No. 3 at D and then that second 
No. 3 arrived with signals. No. 4 being a train of 
superior class what should be done? 

Answer. — A particular section being mentioned i; 
the order and therefore no other section being in 
eluded No. 4 would proceed. 

Question 188. — In the event second No. 3 carried m 
markers and arrived without signals would train No 
4 proceed? 

Answer. — No. Until its markers have arrived c 
train is considered not to have been met. 

Note. — Let us suppose the following orders have been issued : 
"No. 3 will meet No. 4 at D. No. 4 will sidetrack." "No. 3 
will meet No. 4 at E. instead of D." Now which of these two 
trains will take the siding at E.? According to the rules No. 4 
should go on the sidetrack at E., because the first was a two- 
movement order yet only one movement has been superseded. 
It is clearly to be seen that No. 4 has certain privileges, one or 
more of which it may have taken away by a train order. For 
instance, No. 4 being a train of superior direction may proceed 
against No. 3. But, if a meeting point is fixed with No. 3, the 
privilege to proceed against No. 3 beyond the specified meeting 
point is lost to No. 4, although No. 4 still has the privilege of 
holding main track at the meeting point indicated in the order, 
unless the privilege also has been taken away. Each of these 
privileges are distinctly separate and the superseding of the por- 
tion of the order relative to the meeting point does not operate 
to supersede the sidetracking provision. In the same manner 
and by the same principle superseding the sidetracking provision 
does not supersede- the meeting point provision. 

Question 189. — Suppose the Conductor or Engine- 
man of train No. 4 held an order reading: "No. 4 meet 
1st No. 3 at C and 2nd No. 3 at E," and if upon arrival 
at E another order were received reading: "No. 4 meet 
2nd No. 3 at F" how should they be governed? 



STATION AND TRAIN WORK 143 

Answer. — They should stay at "E" until proper 
orders were received because as the order to meet at 
"F" did not say "instead of" it does not supersede the 
former order. 

Question 190. — Suppose train No. 1 holds order No. 

4 to meet No. 2 at B* and first No. 2 should arrive at 

B, with signals and the dispatcher gave train No. 1 

order No. 5 reading: "No. 1 will meet 2nd No. 2 at C" 

jwhat would be the effect on the movement of train 

; No. 2? 

Answer. — It could not proceed. The words "in- 
stead of" not being in order No. 5 prevents it super- 
seding the original order and besides it is not a proper 
form or order to give. It ought to read : "No. 1 will 
meet 2nd No. 2 at C instead of B." If thus worded 
No. 1 could proceed to C. 

Question 192. — What should train No. 1 do suppos- 
} ing it held orders No. 4 and No. 6 in case 2nd No. 2 
should arrive at C with signals? 

Answer. — Expecting 3rd No. 2 to be on the way to 
B by reason of the right of order No. 4, train No. 1 
must immediately get clear, as in that case only that 
part of order No. 4 was superseded which had refer- 
ence to No. 2. 

FORM B. 

Question 193. — Suppose an order reading: "No. 5 
pass No. 7 at H" how should the Conductor or En- 
gineman of No. 5 be governed thereby? 

Answer. — They should approach H under control 
prepared to stop unless it should be clearly seen that 
No. 7 was in the clear and the switches set right. 

Question 194. — Suppose an order reads : "Extra 
690 East run ahead of No. 8 D to E" how should the 
Conductor or engineer be governed thereby? 



144 STATION AND TRAIN WORK 

Answer. — Would neither pass the extra specified in 
the order nor exceed their speed between the points 
named, and should approach E prepared to stop unless 
Extra 690 East was clear and the switches right. 

Question 195. — If extra 24 received an order read- 
ing: "Extra 24 pass No. 4 at E" would the order be 
sufficient authority for the extra to pass and proceed 
ahead of No. 4? 

Answer. — It would. An order for an inferior to 
pass a superior train is proper authority for the in- 
ferior train to proceed ahead of the superior one. 

Question 196. — Must trains of any one class have 
orders to pass trains of the same class in the same 
direction? 

Answer. — No. 

Question 197. — Do extra trains require orders to 
pass extras? 

Answer. — They do not. 

FORM C. 

Question 198. — Suppose the Conductor or Engineer 
of train No. 4 held an order reading: "No. 3 has right 
over No. 4, A — to B — ," should No. 4 pass B before 
arrival of No. 3 ? 

Answer. — Yes, in case the running time and clear- 
ance of No. 4 would enable it to make an intermediate 
point for No. 3. 

Question 199. — If an order reads : "Extra East, 
769 — has right over No. 5, G to K" would No. 5 go be- 
yond K before the arrival of the extra, if not, why? 

Answer. — It would not, because the time of Extra 
769 would not be restricted by the time-card. 

Question 200. — How should the Conductor or En- 
gineer of Extra 769 be governed? 



STATION AND TRAIN WORK 145 

Answer. — Proceed against No. 5 G — to K — and at 
K — take the siding-. 

Question 201. — Suppose the order to the Conductor 
or Engineer of the extra extended beyond K and No. 5 
had failed to arrive on arrival of Extra 769 at K would 
the extra proceed against No. 5 and under what cir- 
cumstances? 

Answer. — In case of sufficient time for the Extra to 
make a point beyond K and to clear the time of No. 5 
would proceed and clear the time of No. 5 as provided 
by the rule. 

Question 202. — Suppose the Conductor of No. 4 a 
superior train, held an order which read :, "No. 3 has 
right over No. 4 B — to G — " and he received another 

order reading: "No. 4 will meet No. 3 at " should 

he pass by? 

Answer. — Yes ; he would have the right to proceed 
to D — and go on side-track for No. 3. The right of a 
track order merely operates to reverse the rights of 
the trains only between the points mentioned in the 
order. 

Question 203. — Suppose the Conductor of No. 4 held 
the same orders excepting that the meeting point were 
B, would he then go on the side-track? 

Answer. — He would not. If the trains met between 
the designated points No. 4 must sidetrack. If, how- 
ever, they meet at one of the points specified No. 3 
must go on the sidetrack. 

Question 204. — If an order giving right of track is 
issued to a train of an inferior class against a train of 
a superior class to a certain named point which of the 
two trains must go on the sidetrack? 



146 STATION AND TRAIN WORK 

Answer. — If they meet between the points named 
in the order the train of the superior class will take the 
siding. 

Question 205. — If, under the conditions indicated in 
the foregoing questions, a train of superior class should 
reach the second point indicated in the order before the 
train of the inferior class arrived there, could it pro- 
ceed and if so under what circumstances? 

Answer. — It may proceed by keeping clear of the op- 
posing train's time by as many minutes as such train 
was, under the rules, before required to clear it. 

Question 206. — If an extra train gets a right of 
track order against a train of superior class to a spec- 
ified point, may the superior train proceed beyond the 
point named in case the extra fails to arrive? 

Answer. — No. 

Question 207. — We will suppose that No. 4 of su- 
perior direction, receives an order that 2nd No. 3 a 
train of the same class, has right over No. 4 — B to E 
the regular schedule meeting point for No. 3 and 4. 
It is expected that 1st No. 3 will make E on time, but 
because of a hot-box No. 3 takes the sidetrack for No. 
4 at D a blind siding. In that case, what should No. 
4 and 2nd No. 3 do? 

Answer.^ — No. 4 should go on to D against 1st and 
2nd No. 3 because the form C order merely reversed 
the rights of the trains. No. 4 possessing rights over 
1st No. 3 would proceed against 2nd No. 3 until meet- 
ing 1st No. 3. In such a case 2nd No. 3 would have 
no authority to use the schedule time of No. 3 ahead of 
the signals carried by the latter. ' Before 2nd No. 3 
gets authority to pass a given point the signals carried 
by 1st No. 3 must have passed that point. 



STATION AND TRAIN WORK M7 

FORM E. 

Question 208. — How should the conductor of No. 4 
be governed if he held an order reading: "No. 4 wait 
at Hinsdale till 11:00 a. m. for No. 1?" 

Answer. — He should not pass Hinsdale before 11 :00 
a. m. unless No. 4 had previously arrived. 

Note. — Trains using the same time must clear such time the 
same as before required to clear the regular schedule time when 
moving under direction of a Form E. order. 

Question 20&. — How should the conductor of No. 3 
be governed seeing that both are trains of the first 
class? 

Answer. — He should proceed to Hinsdale and go on 
side track to clear the main track by 11 :00 a. m. 

Qusetion 210. — Suppose the conductor or engineer 
of a train of inferior right received an order reading: 
"No. 3 will run 20 minutes late Hinsdale to Aurora" 
how should he be governed thereby? 

Answer. — He should consider the schedule time of 
No. 3 to be 20 minutes later than its time as indicated 
on time-card between Hinsdale and Aurora. 

Question 211. — Suppose the conductor of an infe- 
rior imposing train received an order reading: "No. 3 
run two hours late Galesburg to Chicago," how much 
time would he have in which to make Galesburg? 

Answer. — One hour. 

Note. — Under Form E. only may the trains use the time, and 
then only between the points named in the order, and never 
from an intermediate point beyond the point named to make 
either of the points specified in the order. 

FORM F. 
Question 212. — Suppose an order were issued which 
read : "No. 3 display signals Galesburg to Chicago for 
engine 52" would that give authority to engine 52 to 
proceed and if so, as what? 



148 STATION AND TRAIN WORK 

Answer. — Yes. It should proceed as second No. 3. 
(See example (3) under Form F Standard Code). 

Question 213. — How should engine 60 run under the 
following order? "Engine 52, 60 and 75 run as 1st., 
2nd., and 3rd. No. 3. Aurora to Hinsdale." 

Answer. — Engine 60 would run as 2nd. No. 3 with 
signals. 

Question 214. — What form must be used when it 
becomes necessary to annul a section for which sig- 
nals have been displayed over a division or any part 
thereof, when no train is to follow the signals? 

Answer. — Form K. 

Question 215. — Suppose 2nd No. 3 received an or- 
der at Downer's Grove an intermediate station read- 
ing: "Engine 60 is withdrawn at Downer's Grove fol- 
lowing section change numbers accordingly." What 
should be done? 

Answer. — Get into the clear on the side-track and re- 
move signals as rights would then have been lost. 

Question 216. — As what would engine 75 run from 
Downer's Grove? 

Answer. — As 2nd No. 3 without signals. 

FORM G (EXTRA TRAINS.) 

Question 217.— If an order reads : "Engine 99 run 
extra A to D," how would it proceed? 

Answer. — It would run to D, taking care to keep 
clear of all regular trains. 

Note. — Upon reaching the last station specified in their orders 
extra train must take the sidetrack at switches where inferior 
trains going in that direction clear for superior trains. The 
main track must not be held by extras at their originating or 
terminating points. 

Question 218. — Under the order immediately pre- 
ceding the above note must opposing trains be pro- 
tected against? 



STATION AND TRAIN WORK 149 

Answer. — No. 

Question 219. — Under this order is the right given 
to occupy the main track at D ? 

Answer. — No The siding at D must be taken. 

Question 220. — What trains and by how much time 
must extra trains clear? 

Answer. — All regular trains and by five minutes 

Question 220a. — Suppose engine 85 had an order 
to run extra A to F — and return, would it have to go 
to F as extra 85 before making the return trip? 

Answer. — Yes. Because failing so to do the order 
would not have been fulfilled. 

Question 220b. — If according to examples 3, under 
Form G, Standard Code, engine 65 held an order to 
run extra would it lose its right when it became twelve 
hours late? 

Answer. — No. 

Question 220c. If engine 69 held order No. 1 to 
run extra A to F and meet No. 36 at F and should be 
given order No. 2 upon arrival at F to run extra F to 
G and meet No. 36 at G, should it be regarded as a 
proper order? 

Answer. — Yes ; because when engine 69 arrived at 
F its order was fulfilled and it ceased to be an extra, 
therefore it possessed no further rights ; but upon re- 
ceiving order No. 2 it again became an extra. 

Question 220d. — Suppose engine 69 arrived at F un- 
der order No. 1 and was given order No. 3 to run ex- 
tra to G instead of F and was given also order No. 4 
to meet No. 36 at G, could it run to G for No. 36? 

Answer. — No, Order No. 3 would not make en- 
gine 69 a new extra from F, therefore order No. 4 
would be improper by not stating "instead of." 



150 STATION AND TRAIN WORK 

Note. — The dispatcher should in each and every case, when 
originating an extra, fix a meeting point for them with all oppos- 
ing extras, that one extra would wait for another extra until a 
certain time at a designated station. Such an order is an improper 
one for the protection of extra trains, as it fails to restrict the 
rights of opposing extras. 

FORM H. (WORK EXTRA). 

Question 221. — Suppose an order were issued to the 
engineman on engine 292 reading: "Engine 292 works 
7 :00 A. M 1 . to 6 :00 P. M. between D & E," how should 
he be governed thereby? 

Answer. — He should clear the time of regular trains 
and protect against extras in both directions. 

Question 222. — Suppose the order specified, "Not 
protecting against extras," then how should he be 
governed ? 

Answer. — He should clear the time of regular trains, 
but should not protect against extras. 

Question 223. — What governs in case extra 292 
should receive an order reading: "Work extra 292 
clears (or protects against) extra 64 east between D 
and E after 2:10 P. M.? 

Answer. — Extra 292 would have to either clear at 
2 :10 P. M. or protect as directed. 

Question 224. — How would the order affect extra 
64 east, and in what way would it proceed? 

Answer. — It would not enter the prescribed limits 
before 2 :10 P. M. After that time it would proceed 
in expectation of finding a clear main track or the 
work extra protecting as directed by the order. 

Question 225. — What should be done if a work extra 
received an order reading: "Work extra 292 protects 
against No. 35 between D & E?" 



STATION AND TRAIN WORK 151 

Answer. — It should work on the time of No. 35. 
protecting in accordance with rule 99. , 

(See examples under "Form H." Standard Code.) 

FORM J. 

Question 226. — If an operator held an order reading: 
ing: "Hold No. 2," how should it be respected by the 
conductor or engineer of No. 2? 

Answer.— Exactly the same as though addressed 
to them. They should not leave until an order was 
received annulling the order, or until an order was re- 
ceived by the operator reading: "No. 2 may go." 
(See examples in Standard Code.) 

Question 227. — In what manner should the operator 
handle this form of orders? 

Answer. — He should acknowledge them in the usual 
manner and deliver them to the conductors and en- 
ginemen of all trains affected by them. 

Question 228. — What is a form J order called? 

Answer. — An holding order. 

Question 228a. — When should a form J order be 
used? 

Answer. — Only to hold trains until orders can be 
delivered or in cases of emergency. 

Question 229. — May a train proceed after having 
been held by a form J order if it receives an order 
reading: " may go," and yet the signal re- 
mains at "Stop?" 

Answer. — No. The order permitting it to go merely 
clears the train on the "Hold" order, not, however, 
clearing it on the stop signal ; therefore, without first 
receiving a clearance card, in addition to the "may go" 
order, it cannot proceed while the signal remains at 
stop. In accordance with Rule 221, a clearance card 
is positively necessary. 



152 STATION AND TRAIN WORK 

FORM K. 

Question 230. — How would the rights of train No. 
1 be affected, if under form K an order were issued 
reading: "No. 1 of Feb. 29th is omitted A — to Z— "? 

Answer. — It would lose all rights between the points 
designated. 

Question 231. — When a train is annulled to a 
given point, are its rights beyond that point affected by 
the annulling order? 

Answer. — No. 

Question 232. — May a train thus annulled between 
given points be restored by special order? 

Answer. — No. 

Question 233. — Suppose an order were held by a 
conductor reading to meet No. 1 at Hinsdale and later 
he received an order to the effect that No. 1 had been 
annulled, how should he proceed? 

Answer. — The order reading to meet No. 1 should 
be considered void according to Rule 220. 

Question 234. — How would the rights of No. 1 be 
affected by an order reading: "2nd No. 1 of Feb. 29th 
is annulled E to G."? 

Answer. — It would have no rights or schedule be- 
tween the points designated. (See examples given in 
Standard Code under Form K). 

FORM L. 

Question 235. — How should an order read which is 
to annul an order previously issued? 

Answer. — "Order No. is annulled." 

Question 236. — Should it be numbered, transmitted 
and signed for the same as other orders. 

Answer. — Yes. 



STATION AND TRAIN WORK ^53 

Question 237. — When an order has been annulled or 
superseded, may it be restored under its original 
number? 

Answer. — No. 

FORM M. 

Question 238. — May a part of an order be annulled 
when it provided for two or more movements, and if 
so, how? 

Answer. — It may. By an order reading : "That part 
of order No. reading is annulled." 

Question 239. — Would a form M order so issued af- 
fect either of the other movements not so annulled? 

Answer. — No. 

FORM P. 

Question 240. — When it is necessary to supersede 
an order or a part thereof how should it be done? 

Answer. — By adding to the prescribed forms the 
words, "instead of ." 

Question 241. — May an order when once superseded 
be again issued under its original number? 

Answer. — No. 






RULINGS OF THE AMERICAN RAILWAY 
ASSOCIATION. 

Question.— Who fills out the "Train Number" on 
bottom of 31 orders? 

Answer. — It is the opinion of the committee on Train 
Rules that the conductor when he signs the order, 
should indicate the train he is running in the space pro- 
vided for the purpose. 

Question. — At the last change of time, on one of our 
divisions, the time-table went into effect at 12:30 a. 
m., Sunday, Sept. 25th. On the old card train No. 1 
left "A" at 6 :30 p. m., arriving at "B" — the end of the 
run — at 10 :00 p. m. On the new card this train 
(No. 1) was scheduled to leave "A" at 6 :20 p. m., and 
run through to "D," leaving "B" at 9 :50 p. m., and ar- 
riving at "D" at 11 :40 p. m. No. 1 was daily except 
Sunday, on both cards. The question is, would No. 
1, leaving "A" Saturday, the 24th, have a right to pro- 
ceed north of "B" after 12:30 a. m. of the 25th? 

Answer. — In answer to the question : "Would No. 
1, leaving "A" Saturday, the 24th, have a right to pro- 
ceed north of "B" after 12:30 a. m. of the 25th?" It 
is the opinion of the committee that it would not. 

Question. — Under the Standard Code of Train 
Rules, can a light engine running as 1st section of 
regular train No. 2 (a mixed train) be given an order 
by the dispatcher to run ahead of time? 
154 



STATION AND TRAIN WORK 155 

Answer. — The Standard Code does not provide for 
the running of a regular train ahead of time. In the 
opinion of the committee, the practice should not be 
permitted. 

RIGHTS OF TRAINS IN YARD LIMITS. 

Where yard limits are denned by yard limit boards, 
does it authorize yard engine, or in fact any train 
within those limits, to occupy main line on the time 
of same of superior class trains without protection. 
For example : Extra arrives at station where yard lim- 
its are denned by yard limit boards. Can it proceed 
with its work in yard limits without protection on the 
time of regular trains? 

Answer. — No. 

Ruling Sept. 24, 1900. 

YARD ENGINES. 

Is it supposed to be understood that yard engines 
will conceal their headlights when they are working 
on tracks in yards adjacent to the main track? I do 
not find where this question has been discussed and 
will thank you for any information you can give me 
on the subject. We have discussed the question sev- 
eral times at our local meetings but are undecided 
whether headlights pf switch engines in yards should 
be concealed or not. 

Answer. — Yard engines under the rules are not re- 
quired to conceal the headlights in yards. 

Ruling Sept. 24, 1900. 

RULE 82. 
Under Rule 82. A train scheduled to arrive at B 
at, say 10 :00 a. m., leave B at 10 :30 a. m. and to arrive 



156 STATION AND TRAIN WORK ■ 

at C at 11 :00 a. m., fails to reach B before 10:00 p. m. 
and flags itself to B. Has it a right under the rules 
to proceed to C provided it can leave B before 10:30 
p. m. and arrive at C at or before 11 :00 p. m.? 

Answer. — No ; unless authorized by train order. 

Ruling Sept. 24, 1900. 

REGULAR TRAINS PASSING. 

Say a local freight, No. 1, was scheduled at B to ar- 
rive at say 9 :00 o'clock and leave at 9 :30. A through 
freight, No. 3, of the same class and running in the 
same direction, scheduled to pass B at 10 :00 o'clock. 
If No. 3 finds No. 1 at B at 10 :00 o'clock, or at any 
time thereafter, and not ready to leave, can No. 3 run 
ahead of No. 1 without train orders? 

Answer. — No ; unless No. 1 is disabled. 

Ruling Sept., 1900. 

EXTRA TRAINS PASSING. 

When an extra overtakes another extra, has it a 
right to pass the first extra without orders? 

Answer. — One extra has no right to run around an- 
other extra moving in the same direction without spe- 
cial orders. 

Rusing Sept., 1900. 

RULE 17 (NEW RULE 3). 
We have seven branches on which one or more of 
the crews start in the morning from the end of the road, 
come to the junction point with the main line and re- 
turn to the end of the road in the afternoon. It is 
our intention to have standard clocks at junction 
points, and I would be pleased to know if we would 
be conforming to the rule by having the men regulate 



STATION AND TRAIN WORK 157 

their watches when they arrive at the junction point, 
or whether we should have a standard clock at the end 
of each of these branches. 
* * * 

Answer. — The committee decides that it would be 
entirely in conformity with the spirit of the rule to 
put standard clocks at the junction points, covering 
the same by special instruction. 

Ruling March 19, 1902. 

19 ORDER. 

Can a 19 form of train order be used in moving trains 
whose rights might thereby be restricted. It is not 
considered good practice to use this form of order, will 
you kindly advise the purpose for showing "X" re- 
sponse on the Standard train order blank for this form 
of order? Heretofore, our company has not used a 19 
order for a train whose rights would be restricted 
thereby. 

Answer. — Yes ; but the restriction of the use of the 
19 order by any road so desiring, is permissible under 
the standard code. 

RULE 210 AS TO OK. 

Under Rule 210, should train dispatcher acknowl- 
edge repetition of a train order by the operator by 
giving OK? 

Answer. — In reply to this question, the committee 
is of the opinion that while there is no objection to the 
use of the OK as suggested, the rules do not require 
it. It was considered by the committee not to be nec- 
essary for the safety of operation and was, therefore, 
omitted. 

Ruling 1902. 



158 STATION AND TRAIN WORK 

31 ORDER. 

Order No. 50, sent June 30th, at 10:15 p. m., for en- 
gine 15 to run extra A to Z OK given at 10 :20 p. m. I 
will ask if this order given June 30th and OK at 10 :20 
p. m. signed and made complete July 1st 12 :15 a. m., 
was sufficient orders for the train to move? Or, in 
other words, does the fact that this order was placed 
on June 30th and OK'd on that date and not signed 
for three hours, which put it in another month (July) 
and complete given at 12 :15 a. m., made it of no value? 

Answer. — A train order is in effect when it has been 
repeated or "X" response sent as provided in Rule 214. 
Train orders once in effect continue so until fulfilled, 
superseded or annulled as per Rule 220. 

RULE 3. 

1. The schedule leaving time of train 800 at Dover, 
a terminal station, is 1 :10 p. m. The schedule arriv- 
ing time of train 801 at Dover is 1 :10 p. m. Is Dover 
a regular meeting or passing point for those two trains 
and is it to be indicated on the time-table in full faced 
type? Trains 800 and 801 are first-class trains, No. 
800 being the train of superior right. 

2. The schedule leaving time of train 800 being 
1 :11 p. m. and the schedule arriving time of train 801 
being 1 :10 p. m., is Dover still to be regarded as a 
regular meeting or passing point and full-faced type 
used? If the response to the second query be "y es >" 
then what difference in the leaving and arriving times 
will warrant us in regarding Dover as no longer the 
regular meeting or passing point? 

Answer. — In response to the first question, the com- 
mittee's answer is "y es >" and to the second question, 
no. 



STATION AND TRAIN WORK 159 

NEW TIME TABLE. 

"A" contends that under Standard Rule 4 (b) a 
train on the old time table due at a division terminal 
prior to the time new time table takes effect and failing 
to make such division terminal by the time new card 
becomes effective loses its right and class and cannot 
assume the rights of corresponding number on new 
time table. 

"B" contends that its time at division terminal has 
no bearing on the rule and that such train can assume 
the rights and time of corresponding number on new 
card. 

A ruling on the above would be appreciated. 

Answer. — Under Rule 4 (b) the train in question 
would retain its train orders and take the schedule 
of the train of the same number on the new time table. 

NEW TIME-TABLE. 

No. 1 runs daily, except Sunday, on both the old and 
the new time-table. The new card takes effect 12 :01 
a. m. Sunday. No. 1 leaves A 7 :00 a. m., arrives at 
terminal F 7:00 p. m. At 12 o'clock Saturday night 
No. 1 is at D, has No. 1 any right to complete their 
schedule on Sunday — they not being represented to run 
until Monday — or is it your opinion train should be 
given orders to proceed as an extra? 

Answer. — Yes. Rule 4-B authorizes a train to re- 
tain its train orders, and take the schedule of the train 
of the same number on the new time-table. Rule 82 
permits No. 1 to be on the road until it is 12 hours be- 
hind its schedule time. 

Ruling March 19, '02. 



i6o STATION AND TRAIN WORK 



NEW .TIME-TABLE. 

Train No. 1, under the old time table, leaves B at 
10 :00 a. m. The new time table takes effect at 10 :00 
a. m., June 1st. On the new time table No. 1 leaves 
B at 9 :00 a. m. and C at 10 :00 a. m. Does the new time 
table provide for No. 1 between B and C on June 1st, 
or is the train annulled? If annulled, is it annulled 
only between B and C or is it annulled from B to the 
end of the division? If not annulled, should No. 1 
consider itself one hour late and govern itself accord- 
ingly? 

Answer. — In reply to this question, the committee 
would say that, should an instance occur as stated, 
the plain duty of the superintendent is to conform to 
Rule 2, and issue special instructions to provide for 
such a contingency, as it can only affect the train for 
one day. 

RULE 4-B. 

I am not satisfied with the American Railway Asso- 
ciation timetable Rule 4-B ; at least, I have some mis- 
givings as to whether it reads the way ; t should in or- 
der to convey the meaning that I believe it is intended 
of the committee to convey. The first instance com- 
pletely eliminates the preceding timetable. The next 
sentence states that "a train of the preceding time- 
table (which has been suspended as per the first sen- 
tence) shall retain its train orders," etc. I am pre- 
paring a new book of train rules and I wish to submit 
to the committee my substitute for their Rule 4-B, and 
expect to change standard Rule 4-B to read as below, 
unless the committee can give me some good reason 
why my wording of the Rule is not better, or at least 
as good, as the committee's Rule 4-B. In my opinion, 






STATION AND TRAIN WORK 161 

my substitute covers the ground more fully. Our sug- 
gestion is that this rule should read as follows: "Each 
time-table from the moment it takes effect, supersedes 
the preceding time-table ; but each train on the new 
time-table shall retain the train orders and take the 
schedule of the train of the same number on the old 
time-table. A train running in accordance with the 
schedule of the new time-table which had not the 
same number on the preceding time-table shall not 
run on any division until it is due to start from its 
initial point on that division after the time-table takes 
effect." 

Answer. — It is undesirable to change Rule 4-B in 
the Standard Code, since the language clearly defines 
the action necessary. 

Ruling March 19, 1902. 

RULE 14 (K). 

To call the attention of trains of the same or infe- 
rior class to signals displayed for a following section. 

Engine steam whistle 14 (k) is to call the atten- 
tion of the same or inferior class (only) to signals 
displayed for a following section. 

If, therefore, No. 23, a second class train, which is 
displaying signals for a following section, receives an 
order as per Train Order Form A, in which order no 
particular sections of No. 23 are specified, and, there- 
fore, as per rule 218, all sections are included, to meet 
No. 4, a first class train at B, No. 23 is not required, 
as No. 4 is a train of superior class, to give whistle 
signal 14 (K) to it at B. 

Is it not as important in such a case that whistle 
signal 14 (k) be given to a train of superior class as to 
a train of the same or inferior class? 



ifo STATION AND TRAIN WORK 

Answer. — Whistle signal 14 (k) is merely an auxil- 
iary requirement and the identity of trains is not de- 
pendent thereon ; therefore it is non-essential and 
might be dispensed with altogether ; without jeopardiz- 
ing safety of operation. 

In the opinion of the committee it would be objec- 
tionable to extend its application to superior trains 
for the reason that the great increase of whistling that 
would result therefrom would be seriously annoying 
to passengers, particularly at night. 

In framing Rule 14 (k) the committee relied upon 
the provisions of Rule 218, which in the case referred 
to would require the conductor of No. 4 to find out 
and meet all the sections of No. 23. 

RULE 206. 

When there are two or more engines coupled to an 
extra train, which engine number should be used to 
designate the extra train under Rule 206 ? Rule 22 
prescribes that the leading engine shall display the 
green or white signals, but the question is whether the 
number of the leading engine should be used to desig- 
nate the extra train. 

Answer. — The recommendation of the committee is 
that the number of the leading engine should be used. 

Ruling Sept. 24, 1900. 

ARRIVING TIME. 
Referring to Rule 92, second clause. A train must 
not leave a station in advance of its schedule leaving 
time. In consideration of this rule by the committee 
on Train Rules, kindly advise if it was understood that 
a train would have the right to go to a station in ad- 
vance of schedule leaving time or in advance of time 



STATION AND TRAIN WORK 163 

shown in time table when it was understood that such 
time was leaving time. Under this rule it is possible 
for a freight train to leave a station on time at schedule 
leaving time and reach the next station in advance 
of schedule leaving time. Some of our division super- 
intendents want to make the rule that where only one 
time is shown at a station that it should be both ar- 
riving and leaving ime, in order to prevent train from 
coming to station ahead of schedule leaving time. 

Answer. — Unless the arriving time is shown there 
is nothing in the Standard Code to restrict a train 
from arriving at a station ahead of its leaving time. 

Ruling Sept. 24, 1900. 

CLEARANCE CARD. 

It is suggested that the Standard Code clearance 
card be changed so as to show the numbers of train 
orders delivered to the trains receiving the card. So 
that if any question should arise as to whether or not 
an order, possibly an 19 order which was not signed 
for, was delivered, the clearance can be produced as 
an actual record of the delivery or non-delivery. 

Answer. — The clearance card as printed in the 
Standard Code, gives all the information necessary. 
The requirement of further information might lead 
to error on the part of the operator. 

PILOT. 
The responsibilities of a pilot are the same as the 
responsibilities of the engineman or conductor, or 
both, whom he pilots. 

DIRECTION. 
The American Railway Association recommends 
that odd numbers shall be given west and south bound 



164 STATION AND TRAIN WORK 

trains and even numbers to east and north bound 
trains. 

COLOR. 

Recommend that no cross-arm or telegraph poles 
be painted red or green. 

BLUE SIGNAL. 

A question has been asked in regard to Rule 38 
(present Rule 26), as to whether or not it is intended 
to cover the case where a fireman or some one else is 
underneath an engine, cleaning out the ashpan, etc. 

Answer. — The committee would state that the rule 
is only intended to protect car inspectors at work under 
or about the car or train, and, while admitting the force 
of the suggestion to protect the fireman or other per- 
sons under the engine cleaning out the ashpan, etc., 
the committee finds so many other cases where it is 
dangerous to move the car or train that it will be im- 
possible to modify the rule to cover all the cases, and 
thinks it is a proper matter for each superintendent 
to formulate special rules to cover the particular ex- 
igencies on his division. 

SWITCH LIGHTS. 

A letter was submitted in regard to the proper color 
to be used for switch lights. It is the unanimous 
opinion of the committee that red and white are the 
proper colors, but it has purposely omitted any men- 
tion of the same in the Rules, believing that the sig- 
nification of the colors determines same, there being 
no question about the use of red for open switches. 
If white is used, it means that there is no restriction 
as to speed unless otherwise ordered. If green is used, 
it means that caution is to be used and it is a signal to 
go slow. 



STATION AND TRAIN WORK 165 

FORM A. 

Assuming that a road is working under Standard 
Rule for single track, and is double track between A 
and B, single track between B and C, and double 
track between C and D. 

In case order is issued: "Engine 1 will run extra 
A to D and meet No. 2 at C." Will it be necessary 
for extra 1 to wait at C until No. 2 arrives, in the ab- 
sence of any orders regarding No. 2 using the track 
which extra 1 would use under time table rules C to 
D, both B and C being register points so that No. 2 
would know that extra 1 had arrived at C? 

Answer. — In answering, attention is called to the fact 
that the inquiry is based on the use of a wrong form 
of order, and therefore is not one which the committee 
can rule on. An order as per Form C should have been 
used, reading: "Extra 1 has right over No. 2 B to C." 

Ruling Sept. 11, 1901. 

FORM A AND C. 

I would be pleased to have a ruling as to the proper 
interpretation of the following train orders : At A 
extra 375 receives order No. 50 to meet No. 25 at B. 
Upon arrival of extra 375, at B, conductor was prof- 
fered, order No. 51, giving him right over No. 25 to C. 
Conductor refused to accept order No. 51 until order 
No. 50 had been annulled. The dispatcher proceeded 
to annul order No. 50, completing order No. 51, then 
extra 375 proceeded towards C. Previous to annul- 
ment of order No. 50 to extra 375 at B, No. 25 had re- 
ceived and accepted both orders. Nos. 50 and 51, at 
B, and had departed. Having in their possession two 
orders, neither of which had been annulled to them, 
and with no intervening telegraph station between 



166 STATION AND TRAIN WORK 

D and C, upon their arrival at C they proceeded to- 
wards B and met extra 375 on main line. The mistake 
of the dispatcher is unquestioned. What I desire to 
have your ruling on is as to the manner in which No. 
25, with two orders, should have observed them. In 
other words, should No. 25 have attempted to pass C 
before the arrival of extra 375, and if so, in what man- 
ner? 

Answer. — In the opinion of the committee No. 25 
should not have passed C before the arrival of extra 
375. 

Ruling Sept. 21, 1904. 

FORM B. 

The question has been asked me whether train or- 
der Form B (3) gives the first-named train the right 
to run on time of the second-named train, and if so, 
under what regulations? 

Answer. — Yes ; under the restrictions as given in 
the last paragraph of Form B. 

Ruling Sept. 24, 1900. 

FORM C. 

There has recently been considerable discussion 
among transportation men in this locality embracing 
several of the larger railroads, in regard to Form C, 
and by a number it is stated that this Rule is not 
clearly understood, although embodied generally, in all 
Books of Rules. 

Wie think we understand all but the last paragraph, 
wherein it specifies, that if the second named train, 
"before meeting," reaches a point within gr beyond the 
limits named in the order, the conductor must stop the 
other train where it is met and inform it of his arrival, 



STATION AND TRAIN WORK 167 

We do not see how the second train can get beyond 
the limits without a second order making a meeting 
point or in some similar manner advising the first 
named train of the identity of the second train. If 
so this necessity for stopping and advising what train 
it is appears to us to be superfluous. 

The special point in this paragraph is the words 
"before meeting," which causes difference of 
opinion. 

Answer. — Form C was formulated for the purpose 
of reversing the superiority of trains, the inferior train 
becoming superior within the limits named in the or- 
der. 

The intention is that the second named train may 
continue until it meets the first named train, clearing 
it properly within the limits named in he order. 

Ruling March 11, 1903. 

The paragraph to which reference is made is in- 
tended to insure the identification by the first named 
train of the second-named train wherever they may 
meet, so that the first-named train may continue be- 
yond the limit named in the order. 

SUPERSEDING AN ORDER * 

What is the general practice where rights are ex- 
tended as well as shortened? For example : Order No. 
1. No. 1 has right over No. 2 A to D. Order No. 2. 
No. 1 has right over No. 2 to G, would you say No. 1 
has the right over No. 2 to G instead of D? 

Answer. — The examples here given are not in accord 
with the Standard Code practice. The question may 
be answered by simply quoting from the Standard 
Code the forms therein provided, and which should 
be used: 



1 68 STATION AND TRAIN WORK 

Form C, Order No. 1. No. 1 has right over No. 2 
A to D. Form P, Order No. 2. No. 1 has right over 
No. 2 A to G instead of D. 

Ruling Sept. 21, 1904. 

MEETING POINT. 

We have recently had a bad accident that occurred 
through an engine man overlooking his meeting orders 
and inability of the conductor to stop the train. 
* * * Feeling the necessity for a rule requiring 
communications between conductors and engine men 
of passenger trains, I have prescribed the following 
for use on our lines. * * * , and I would bring to 
the attention of the Association the necessity of incor- 
porating some such signal in the Code Rules : "Con- 
ductors of passenger trains when approaching meeting 
points, whether by schedule or train order, must in all 
cases give two long and one short blast of the air 
whistle, as notice, to the engine man that the train is 
approaching a meeting point, and the engine man must 
promptly acknowledge his understanding of the same 
as provided in Rule 14-G. 

Answer. — Rule supplementary to the Code may be 
formulated by railways upon which the conditions of 
the service are not fully met by the Code Rules, when 
such supplementary rules are in accordance with the 
principles of the Code. The committee does not deem 
it wise to incorporate in the Code rules which are of 
special application to the requirements of particular 
railways, and objectionable for use on other railways', 
upon which it may be advisable and proper to provide 
for conditions in a different manner. 

Ruling March 19, 1902, 






STATION AND TRAIN WORK 169 

FORM E. 

No. 1 is instructed to run 10 min. late New York 
to Rochester; they pass Syracuse 10 min. late, which 
is the last station they are timed at east of Rochester, 
which is the leaving time and, consequently, there is 
no time for them to arrive 10 min. late by. Their 
running time from Syracuse is slow enough to enable 
them to make up this 10 min. and be ready to leave 
Rochester on time, or within one or two minutes of 
it, and as their order expired as soon as they arrived 
at Rochester, what prevents them from leaving Syra- 
cuse 10 min. late and arriving at Rochester at their 
leaving time, they have no arriving time and its being 
generally understood that train is due to reach next 
station (if no arriving is given) as soon as they can get 
there after leaving the last station as ordered or re- 
quired by schedule. 

Answer. — No. 1 with an order to run 10 min. late 
New York to Rochester, should leave all intermediate 
stations 10 min. late, and arrive at Rochester (as no 
arriving time is shown there) as much ahead of its 
leaving time as it would be permitted to do when run- 
ning without an order, that is to say, the only differ- 
ence this order makes is that the figures on the time- 
table are changed 10 min. later between the points 
specified in the order, and, as there is only one time 
. given at Rochester, which is the leaving time, the or- 
der practically expired when the train left Syracuse. 

FORM E. 
Under example 1, Form E, special East leaves 
Omaha with an order reading that No. 1 will run 30 
min, late New York to Chicago. Will this give the 



170 STATION AND TRAIN WORK 

special until 3 :25 to reach Chicago, or must they 
reach there at 2 :55 ? If they must reach there by 2 :55 
of course they are not aided any against No. 1 by the 
order, as they have a right to go there at 2 :55, 3 o'clock 
being the leaving time of No. 1. It is argued that No. 
l's order has expired on her arrival at Chicago 30 min. 
late, at 3 o'clock, and has nothing to do with her leav- 
ing at 3 K or 3 :01 provided her work is done, or she 
has none to do, and of course, in this event the special 
would not be helped any by the order. A great many 
conductors have said they would run against No. 1 
until 3 :25 to make Chicago. 

Answer. — Inasmuch as the order delivered to the 
special at Omaha did not control the movement of No. 
1 west of Chicago, the order could not have been used 
by the special until after its arrival at Chicago. It 
was therefore an improper order to issue to move the 
special from Omaha to Chicago. If it was the purpose 
to move the special to Chicago against No. 1 the order 
perscribed in No. 2, (now No. 3), Form E, should 
have been used. In the opinion of the committee the 
issuing of this order as stated, gave rise to the diffi- 
culty which the gentleman mentions. 

FORM E. 

The question has been raised whether, under "Form 
E, example 2," of the rule governing forms of train 
orders, a train can properly be held at more than one 
point in one order for the same opposing train. 

For instance. No. 1 will wait at A until 2 :40 p. m. 
for No. 2, and will wait at B until 3 :01 p. m. for No. 2. 

Form E does not specifically authorize such an or- 
der. 



STATION AND TRAIN WORK iyi 

Answer. — The reply of the committee is that under 
the Revised Code, Form E, example 3, a train can prop- 
erly be held at more than one point in one order for the 
same opposing train. 

Ruling Sept. 24, 1900. 

FORM F. 

Please refer to Form F, Standard Code, which reads 
as follows : Engines 70, 85 and 90 will run as 1st, 2d 
and 3d No. 1, London to Dover. 

In the event that it is desired to cut out the second 
section of No. 1 at Chatham, would it be necessary 
under the rule to give notice of such change to en- 
gine 70, representing first section of that schedule? 

The above proposition has brought out considerable 
discussion among our local people here, and I am desi- 
rous of having the committee on Train Rules pass upon 
the question. 

Answer. — When this form of the order is used the 
first section should have a copy of the order annulling 
the second section. 

Ruling Sept. 24, 1900. 

FORM G. 

Will you kindly say if special trains should carry 
a white signal? There is a wide difference of opinion 
on the subject and I respectfully refer the matter to 
you. 

Answer. — A train running' under example 1, Form 
G, would carry the white classification signals, because 
it is a train not represented on the time-table, and is 
therefore an extra train. A train running under ex- 
ample 2. (This is the form used for running a train 



172 STATION AND TRAIN WORK 

on a schedule and making it a supplement to the time- 
table. It . is no longer a Standard Code example.) 
Form G, would not carry the white classification sig- 
nals, because the order expressly states that its sched- 
ule is a supplement to the current time-table, and 
therefore makes it a regular train. — Ruling Sept. 24, 
1900. 

FORM G. 

I beg to submit to the committee on Train Rules the 
following inquiry, in regard to Form G, Extra Trains, 
under example (1) : Engine 99 will run extra, Berber 
to Gaza. 

Supposing Gaza to be a way station, to which point 
within the somewhat indefinite limits of Gaza, does the 
order give the extra the right to run? 

A definite ruling on this point seems important, es- 
pecially when we consider that it is perfectly compe- 
tent for the train dispatcher to give an extra running 
in the opposite direction a similar order from some 
other point to Gaza, and that, so far as the rules pro- 
vide neither extra would have any information as to 
the destination or existence of the other. 

Answer. — Presuming that Gaza is an intermediate 
station on a division, the order gives the extra the 
right to run to the entrance switch of the siding and 
clear the main track. — Ruling Sept. 24, 1900. 

FORM H. 

Under Form H, paragraph f, is a work train author- 
ized to flag against all regular trains? (The Form H, 
paragraph d, of the new rules). 

Answer. — The form does not permit a work train 
to occupy the main line until the arrival of regular 



STATION AND TRAIN WORK *73 

trains, but it does permit a work train to occupy the 
main track until the arrival of an extra from either 
direction by properly protecting itself. 

ANNULLING A SECTION. 

After a section of a train has been run over one 
portion of a road, and that annulment of the section 
issued, would it be competent to run the same section 
of the same train over a different portion of the road? 
That is, if three sections of No. 23 are started out from 
A and at C the order is issued 3rd 23 is annulled from 
C, could there be a 3rd No. 23 run from D to E? An 
intermediate section can be annulled and following 
section take that section's number from where the 
change is made, but in that case the conductor or en- 
gine number is mentioned as being annulled as 3rd 
section. 

Answer. — Assuming the points named are all in the 
same despatching division the answer is No. Under 
the last paragraph of form K, which reads, "When a 
train has been annulled it must not be again restored 
under its original number by special order." 

I am in receipt of the report of the committee on 
train rules of the American Railway Association, New 
York, October 6th. I find an inquiry submitted in 
regard to annulling a section of a train to which the 
committee replied, "No." While I admit that the in- 
quiry was probably not put as it should have been, I 
do think that the committee should have made itself 
plain, as that ruling is going to confuse almost all roads 
which are endeavoring to follow out the ruling of the 
Train Rule Committee. I would like to ask, for in- 
stance, if engine 214 was 3rd No. 23 and from some 



174 STATION AND TRAIN WORK 

cause was disabled at B, what is to hinder the dis- 
patcher from annulling engine 14 as 3rd No. 23 at B, 
and when he gets a relief engine, 216, to that point, 
giving it an order to run as 3rd No. 23 from B to the 
point to which signals are carried by the leading sec- 
tion? Of course trie committee had in mind that if 
3rd No. 23 was annulled from B the train could not be 
represented, but as long as the signals were carried 
beyond that point and intermediate train not notified, 
I would like to ask as information, why 3rd No. 23 
could not be represented by another engine? 

Answer. — There is nothing to hinder the dispatcher 
from annulling 3rd No. 23, but the change of an engine 
does not necessarily involve such annulment. 
DOES NOT SUPERSEDE. 

Suppose an order is issued to No. 1 at A and No, 2 
at C, reading: "No. 1 will wait at B until 5 :00 p. m. for 
No. 2." No. 1 being the superior train. Subsequently 
an order is issued to No. 1 at B and No. 2 at C, read- 
ing: "No. 1 and No. 2 will meet at C." Does the latter 
order cancel the previous time order? 

Answer. — The committee refers to the first para- 
graph of Rule 473. (Now Rule 220.) "Train orders 
once in effect continue so until fulfilled, superseded 
or annulled." Therefore, if the train order had not 
expired at B, then that order must be annulled before 
the meeting order would be effective. Under the con- 
ditions named the second order should preferably read, 
"Order No. — is annulled. No. 1 and No. 2 will meet 
at C." 

RULE 210.. 

An operator repeating a train order to the dis- 
patcher, which was sent by him and, while repeating it 



STATION AND TRAIN WORK 175 

the conductor and engineman both sign the order, and 
after the order is repeated and without stopping to re- 
ceive "O. K." from dispatcher, the operator sends in 
signature of conductor and engineman. Is such an 
action in accordance with the ruling of your committee 
or should the operator stop, after repeating the order 
and wait for O. K. from dispatcher before sending 
the signatures of the conductor and engineman? If 
there is no objection to the operator repeating the sig- 
natures, should the dispatcher give "O. K. and com- 
plete" at the same time? The point I wish to make 
clear is whether or not the blank on the bottom of 
standard "31" order, reading, "Time received," "O. K.," 
"given at" should be filled in each case. 

Answer. — The committee ruled that the conditions 
mentioned in the letter are plainly in violation of Rule 
459, (this rule has been modified and is now rule 210,) 
and the operator should wait for the O. K. from dis- 
patcher before sending the signatures of conductor 
and engineman. 

WORK TRAIN. 

"No. 40 and work extra 237 will meet at Rome." 
At 8 p. m. on the expiration of the work limits, work 
extra has not reached Rome. How are both trains 
to be governed after this hour? 

Answer. — No. 40 could not pass Rome without or- 
ders, and if work extra 237 had orders to work only 
to 8 p. m., it has no right to the track after that hour. 
Under the circumstances, the Form E should have been 
used. 

REVERSE MOVEMENT. 

In running a train over opposite track is it neces- 
sary or customary to state the cause as "north-bound 



xyf, STATION AND TRAIN WORK 

track obstructed," etc., or simply give 19 order to 
trains to use that track, and when they receive orders 
to use the opposite track do they understand that they 
are governed by single track rules? That is they are 
superior to trains which, under the time-table rules, 
they would be superior to on single track and inferior 
to trains which they would be inferior to under single 
track rules while running on that track? 

Answer. — The committee does not consider it nec- 
essary to state the cause. — Ruling Sept. 11, 1901. 

SIZE OF BLANK. 

Is there any objection to using form of train order 
book size 7^x10^4 in. beyond the perforated line at 
top, and 7^x11^8 in. over all? 

Answer. — The committee believes that the form 
recommended in the Standard Code is best suited for 
the use of railroads generally. Larger blanks are per- 
missible, but in the opinion of the committee, are 
undesirable. 

RULE 92. 

It has been suggested to me that Rule 92, of the 
Code, is incomplete without the addition of an explan- 
atory clause, such as follows : "Under this rule it will 
be understood that where the inferior train is shown 
to arrive on the leaving time of the superior train, or 
where a train is shown to arrive on the leaving time 
of a train of the same class, the inferior train has the 
right to arrive five minutes before the time shown." 

I should be glad to have the benefit of the expres- 
sion of the opinion of the committee on train rules on 
this matter. 



STATION AND TRAIN WORK l 77 

Answer.— Where the arriving time of a train is the 
same as the leaving time of an opposing superior train, 
the inferior train has not the right to arrive before 
the arriving time shown. (See Rule 92.) The arriv- 
ing time, when shown, should provide for the clear- 
ance required by the rules. — Ruling March 11, 1903. 

RULE 18. 

Our suggestion is that Rule 18 should read as fol- 
lows : ''Yard engines will display a reflecting light to 
the front and rear by night. When not provided with 
a reflecting light at the rear, two white lights must be 
displayed. Yard engines will not display markers." 
We think this suggestion is better than to say, "Dis- 
play a head-light to the rear." At least this is the way 
we propose to publish it in our new book of rules. 

Answer. — The term "head-light" as used in rule 
18 is simply employed in its technical sense and is in- 
tended to describe a pattern of lamps, and not the 
special direction in which the light may be displayed. 
—Ruling March 19, 1902. 

FORM E. 

No. 2 is due at A 1 p. m., C 1 :15 p. m., D 1 :30 p. m. 
No. 2 is given an order to run 30 min. late A to D. 
Can No. 2 arrive at C or D ahead of this time? 

Answer. — The train receiving this order will run 
with respect to this latter time, as before required to 
run with respect to the regular schedule. 
—Ruling March 19, 1902. 

The interpretation of the definition of "yard" as set 
forth in the standard rules, and the matter of proper 
regulations concerning movements within defined 



178 STATION AND TRAIN WORK 

yard limits are questions now being fiercely discussed 
and agitated on railroad lines of this vicinity. 

It is contended that the definition of "yard" provides, 
broadly speaking, that the Time-Table, Rules Govern- 
ing Movement of Trains and Rules for Movement by 
Train Orders have no jurisdiction or authority in 
yards. In other words, a yard is a fenced-up base- 
ball park, and all movements made within the same by 
trains, yard engines, light engines, etc., shall be made 
subject to the regulations governing this particular 
yard, and that the Time-Table, Rules Governing 
Movement of Trains, and Rules for Movement of 
Trains by Train Orders shall absolutely cease the in- 
stant a train arrives at the "baseball park" fence — or 
rather, the "main line" ceases at this point. 

On the other hand, it is contended that the Time- 
Table, Rules for Movement of Trains, and Rules for 
Movement- by Train Order govern in yards as well as 
at other stations, except to the extent that they might 
be modified, restricted, superseded or annulled by spe- 
cial instructions relating to all or individual yards. 

The circumstances in question are as follows: 
Our special instructions governing Movements in 
Yards provide that all trains, yard engines, etc., must 
proceed under control within yards. 

Another special instruction defines "Under Con- 
trol" as being able to stop within the distance the 
track is seen to be clear. Under these instructions yard- 
men maintain they have as much right within this 
Mystic Circle as a passenger train, or any other train 
or engine, and without flag protection, etc., notwith- 
standing the rules for Movement of Trains provide 
that inferior trains, etc., shall clear the time of supe- 
rior trains, etc. 



STATION AND TRAIN WORK *?9 

The yard crew also object to be referred to as a 
"train" in any shape, manner or form, and give this 
as another reason why rules for movement of trains 
and for movements by train orders are not applicable 
to yard engines — and for no other reason than that a 
yard engine is not a train. The crew state, however, 
that they expect to keep out of the way of all impor- 
tant trains as much as possible, and endeavor to give 
them a clear track at all times, avoiding delay, etc., on 
the other hand, they expect all these trains to be under 
control, thus avoiding the necessity of flag protection 
on the part of yard crews, and also as a matter of pro- 
tection to the trains themselves in case they should find 
their progress obstructed by switch engines, cars or 
otherwise in yards. 

Another question is put up about as follows : The 
Time-Table, Rules for Movement of Trains, and Rules 
for Movement by Train Orders, have authority in any 
yard, and in this particular yard we find the customary 
regulation, providing that all trains shall proceed un- 
der control within the same, etc. Now, we will as- 
sume that this yard is located in Buffalo, and we find 
a special train running from Chicago to New York, 
through Buffalo, and with it a train order giving it 
right over all trains. 

Does this order give it right to proceed through 
Buffalo yard regardless of other trains, yard engines, 
etc. ? If so, then it necessarily follows that the train 
dispatcher must receive an acknowledgement from 
all yard engines, etc., at Buffalo, before he can permit 
the special train to pass through that place. 

Of course you understand I am referring to single 
track yards, because we have practically no double 



180 STATION AND TRAIN WORK 

track. Personally, I am decidedly of the opinion that 
a "yard" should be operated entirely independent of 
the "Main Track," and there should be rules for this 
independent operation in the same manner that we 
have independent rules for operating double track, 
block signals, etc. I am also of the opinion that un- 
der the definition ''Yard" it is intended that the Time- 
Table, Rules for Movement of Trains and Rules for 
Movement by Train Orders should not govern, and 
that each railroad company is to provide its own regu- 
lations for movements within yards, however, it is not 
exactly plain in this respect, and on this account there 
is room for much good argument pro and con. 

Of course you understand in this country it is not 
always possible to lay out yards to the best advan- 
tage in the way of obscured views, etc. 

On the other hand, nearly all our yards contain 
many curves, and view is often obstructed by rock 
bluffs, mountain sides, etc. 

Will you kindly set us right in the premises? 

Answer. — The Standard Code definition of a yard 
is: 

"Yard. A system of tracks within defined limits 
provided for the making up of trains, storing of cars 
and other purposes, over which movements not au- 
thorized by time-table, or by train orders, may be 
made, subject to prescribed signals and regulations." 

Nothing in this definition contemplates the abro- 
gation of the authority of trains to move on the main 
track. 

Special instructions authorized by or in force on any 
railroad are matters of detail for that railroad, and 
are not intended to be covered by Standard Code 



STATION AND TRAIN WORK T 8r 

rules. The difficulty here appears to be caused by in- 
complete special instructions governing movement in 
yards. The definition for a yard being interpreted 
to include a main track — 

A yard engine is not a train within the meaning of 
the Standard Code, it having no authority to move 
upon a main track unless specially authorized — 

The hypothetical case of a special train running 
from Chicago to New York passing through Buffalo 
yard and holding a train order giving it right over all 
trains, can best be answered by quoting a new rule 
which the committee on train rules has recommended 
to the association for adoption as follows : 

"93. Within yard limits the main track may be used, 

protecting against class trains class 

and extra trains must move within yard limits pre- 
pared to stop unless the main track is seen or known 
to be clear." 

With this rule in force there can be no question 
about the movement of a special train through Buf- 
falo yard. 

The adoption of new rule 93, in connection with 
definition of a yard will answer the various questions 
and clear the situation. — Ruling March 21, 1906. 



STANDARD CODE OF THE AMERICAN RAILWAY ASSOCIATION 

INTERLOCKING RULES 

Adopted October 24, igoo 
DEFINITIONS. 

Interlocking. — An arrangement of switch, lock and 
signal appliances so interconnected that their move- 
ments must succeed each other in a pre-determined 
order. 

Interlocking Plant. — An assemblage of switch, lock 
and signal appliances, interlocked. 

Interlocking Station. — A place from which an in- 
terlocking plant is operated. 

Interlocking Signals. — The fixed signals of an in- 
terlocking plant. 

Home Signal. — A fixed signal at the point at which 
trains are required to stop when the route is not clear. 

Distant Signal. — A fixed signal used in connection 
with a home signal to regulate the approach thereto. 

Dwarf Signal. — A low fixed signal. 

RULES. 



Signal 



Occasion for Use 



The signal will be 
displayed when 



Indication 



For enginemen 
and trainmen 



Name 



As used in rules 



(a) Red 
{b) 



Route is not clear 
Route is clear 



Stop 
Proceed 



Stop-signal 
Clear-signal 



STATION AND TRAIN WORK 183 

Where the semaphore is used, the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent 

of (b). 

Note to Rule 601.— *Angle above or below the horizontal. 
602. Interlocking signals, unless otherwise pro- 
vided, do not affect the movements of trains under the 
time-table or train rules ; nor dispense with the use or 
the observance of other signals whenever and wher- 
ever they may be required. 

SIGNALMEN. 

611. The normal indication of Home Signals is 
Stop. 

612. Levers, or other operating appliances, must 
be used only by those charged with the duty and as 
directed by the rules. 

613. Signal levers must be kept in the position giv- 
ing the normal indication, except when signals are to 
be cleared for an immediate train or engine movement. 

614. When the route is clear the signals must be 
cleared sufficiently in advance of approaching trains to 
avoid delay. 

615. Signals must be restored so as to give the 
normal indication as soon as the train or engine for 
which they were clear has passed . 



General Note. — The Committee has found it desirable to 
leave blanks ( ) in certain rules to be filled by each com- 
pany adopting them, as may best suit its own requirements, 



^4 STATION AND TRAIN WORK 

616. If necessary to change any route for which the 
signals have been cleared for an approaching train or 
engine, switches must not be changed or signals 
cleared for any conflicting route until the train or en- 
gine, for which the signals were first cleared, has 
stopped. 

617. A switch or facing point lock must not be 
moved when any portion of a train or an engine is 
standing on, or closely approaching, the switch or 
detector bar. 

618. Levers must be operated carefully and with a 
uniform movement. If any irregularity, indicating 
disarranged connections, is detected in their working, 
the signals must be restored so as to give the normal 
indication and the connections examined. 

619. During cold weather the levers must be moved 
as often as may be necessary to keep connections 
from freezing. 

620. If a signal fails to work properly its operation 
must be discontinued and the signal secured so as to 
give the normal indication until repaired. 

621. Signalmen must observe, as far as practicable, 
whether the indication of the signals corresponds with 
the position of the levers. 

622. Signalmen must not make nor permit any un- 
authorized alterations or additions to the plant. 

623. If there is a derailment or if a switch is run 
through, or if any damage occurs to the track or inter- 
locking plant, the signals must be restored so as to 
give the normal indication, and no train or switching 
movement permitted until all parts of the interlocking 
plant and track liable to consequent injury have been 
examined and are known to be in a safe condition. 



STATION AND TRAIN WORK 185 

624. If necessary to disconnect a switch from the 
interlocking apparatus the switch must be securely 
fastened. 

625. During storms or drifting snow special care 
must be used in operating switches. If the force whose 
duty it is to keep the switches clear is not on hand 
promptly when required, the fact must be reported to 

626. If any electrical or mechanical appliance fails 

to work properly must be notified and only duly 

authorized persons permitted to make repairs. 

627. When switches or signals are undergoing re- 
pairs, signals must not be given for any movements 
which may be affected by such repairs, until it has 
been ascertained from the repairmen that the switches 
are properly set for such movements. 

628. Signalmen must observe all passing trains and 
note whether they are complete and in order; should 
there be any indication of conditions endangering the 
train, or any other train, the signalmen must take such 
measures for the protection of trains as may be prac- 
ticable. 

629. If a signalman has information that an ap- 
proaching train has parted he must, if possible, stop 
trains or engines on conflicting routes, clear the route 
for the parted train, and give the Train-parted signal 
to the engineman. 

630. Signalmen must have the proper appliances 
for hand signaling* ready for immediate use. Had sig- 
nals must not be used when the proper indication can 
be displayed by the fixed signals. When hand signals 
are necessary they must be given from such a point 
and in such a way that there can be no misunderstand- 



!86 station and train work 

ing on the part of enginemen or trainmen as to the 

signals, or as to the train or engine for which they are 

given. 

Note to Rule 630 — *Hand signaling includes the use of lamp, 
flag, torpedo and fusee signals. 

631. If necessary to discontinue the use of any 
fixed signal, hand signals must be used and noti- 
fied. 

632. Signalmen will be held responsible for the 
care of the interlocking station, lamps and supplies ; 
and of the interlocking plant, unless provided for 
otherwise. 

633. Lights in interlocking stations must be so 
placed that they cannot be seen from approaching 
trains. 

634. Lights must be used upon all fixed signals 
from sunset to sunrise, and whenever the signal indi- 
cations cannot be clearly seen without them. 

635. If a train or engine over runs a Stop-signal, 
the fact, with the number of train or engine, must be 
reported to . 

636. Only those whose duties require it shall be 
permitted in the interlocking station. 

ENGINEMEN AND TRAINMEN. 

661. Trains or engines must be run to but not 
beyond a signal indicating stop. 

662. If a clear signal, after being accepted, is 
changed to a stop signal before it is reached, the stop 
must be made at once. Such occurrence must be 
reported to . 

663. Enginemen and trainmen must not accept 
clear hand signals as against fixed signals until they 
are fully informed of the situation and know that they 



STATION AND TRAIN WORK 187 

are protected. Where fixed signals are in operation 
trainmen must not give clear hand signals against 
them. 

664. The engineman of a train which has parted 
must sound the whistle signal for Train-parted on ap- 
proaching an interlocking station. 

665. An engineman receiving a Train-parted signal 
from a signalman must answer by the whistle signal 
for Train-parted. 

666. When a parted train has been re-coupled the 
signalman must be notified. 

667. Sand must not be used over movable parts of 
an interlocking plant. 

668. Conductors* must report to any unusual 

detention at interlocking plants. 

Note to Rule 668. — *Or enginemen of yard engines. 
699. Trains or engines stopped in making a move- 
ment through an interlocking plant, must not move in 
either direction until they have received the proper 
signal from the signalman. 

REPAIRMEN. 

681. Repairmen are responsible for the inspection, 
adjustment and proper maintenance of all the inter- 
locking plants assigned to their care. 

682. Where the condition of switches or track does 
not admit of the proper operation or maintenance of 
the interlocking plant, the fact must be reported to 

683. When any part of an interlocking plant is to 
be repaired a thorough understanding must be had 
with the signalman, in order to secure the safe move- 
ment of trains and engines during repairs. The sig- 



188 STATION AND TRAIN WORK 

nalman must be notified when the repairs are com- 
pleted. 

684. If necessary to disconnect any switch it must 
be securely fastened before any train or engine is per- ! 
mitted to pass over it. 

685. Alterations or additions to an interlocking 
plant must not be made unless authorized by . 

686. Repairmen when on duty, or subject to call, 

must keep advised as to where they can be found, 

and respond promptly when called. 



STANDARD CODE OF THE AMERICAN RAILWAY ASSOCIATION 

BLOCK SIGNAL RULES 

DEFINITIONS. 

Block. — A length of track of defined limits, the use 
of which by trains is controlled by block signals. 

Block Station. — A place from which block- signals 
are operated. 

Block Signal. — A fixed signal controlling the use of 
a block. 

Home Block Signal. — A fixed signal at the entrance 
of a block to control trains in entering and using said 
block. 

Distant Block Signal. — A fixed signal used in con- 
nection with a home block signal to regulate the ap- 
proach thereto. 

Advance Block Signal. — A fixed signal used in con- 
nection with a home block signal to sub-divide the 
block in advance. 

Block System. — A series of consecutive blocks. 

Telegraph Block System. — A block system in which 
the signals are operated manually, upon information 
by telegraph. 

Controlled Manual Block System. — A block system 
in which the signals are operated manually, and so 
constructed as to require the co-operation of the signal- 
men at both ends of the block to display a clear signal. 

Automatic Block System. — A block system in which 
189 



190 



STATION AND TRAIN WORK 



the signals are operated by electric, pneumatic or other 
agency actuated by a train, or by certain conditions 
affecting the use of a block. 

RULES. 

301. HOME SIGNALS. 



Signal 



Occasion for Use 



Color 



The signal will be 
displayed when 



For enginemen 
and trainmen 



As used in rules 



(a) Red 

(b) 

(c) 



Block is not clear 
Block is clear 
Block is not clear 



Stop 
Proceed 
Proceed with 
caution 



Stop-signal 
Clear-signal 
Caution-signal 



Where the semaphore is used, the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent of (b) 

Diagonal * as the equivalent of (c). 

Note to Rule 301. — * Angle above or below the horizontal. 

302. Block signals controls the use of the blocks, 
but, unless otherwise provided, do not affect the move- 
ments of trains under the time-table or train rules ; 
nor dispense with the use or the observance of other 
signals whenever and wherever they may be required. 
SIGNALMEN. 

311. The normal indication of Home Block Signals 
is Stop. 

312. Signals must be operated carefully and with a 
uniform movement. If a signal fails to work properly 
its operation must be discontinued and the signal 
secured so as to give the normal indication until re- 
paired. 






STATION AND TRAIN WORK 191 

313. Signalmen must observe, as far as practicable, 
whether the indication of the signals correspond with 
the position of the levers. 

314. Signalmen must not make nor permit any un- 
authorized alterations or additions to the apparatus. 

315. A block record must be kept at each block sta- 
tion. 

Note to Rule 315. — The different times to be entered on die 
block record have not been prescribed in this rule, but it has 
been left to each road to complete the rule by adding such items 
as may be necessary to meet the conditions governing its traffic. 

316. The prescribed telegraph signals are as fol- 
lows : 

1 — Display Stop-signal. Answer by S D or 5. 

2 — Block clear. Answer by 13. 

3 — Block wanted. Answer by 2 or 5. 

4 — Train has entered block. Answer by 13. 

5 — Block is not clear. 

7 — Train following. 

8 — Opening block station. Answer by Nos. of 
trains in the extended block with time each 
train entered the block. 

9 — Closing block station. Answer by "13" after 
receiving transfer of the records of trains 
which are in the extended block. 

13 — I understand. 

71 — Train following display Stop-signal. An- 
swer by S D. 

Note to Rule 316. — Additional signals may be used if desired. 
The signals prescribed under the Controlled Manual Block Sig- 
nal System should be used for such additional signals wherever 
applicable. 

General Note. — The Committee has found it desirable to 
leave blanks ( ) in certain rules to be filled by each com- 
pany adopting them, as may best suit its own requirements. 



192 STATION AND TRAIN WORK 

317 (a). To admit a train to a block the signal- 
is clear, will give "1 for " to the next block station 

in advance. The signalman receiving this signal, if 
the block is clear, must display the Stop-signal to op- 
posing trains, and reply "S D for ." If the block 

is not clear, he must reply "5 of ." The signalman 

at the entrance of the block must then display the 
proper signal indication of the train to be admitted. 

A train must not be admitted to a block unless it is 
clear, except as provided in Rule 331 or by special 
Drder. 

- Note to Rule 317 (A). — 317 (A) is for absolute block for 
following and opposing movements on the same track. 

317 (b). To admit a train to a block the signalman 
must examine the block record, and if the block is 

clear, will give "1 for " to the next block station 

in advance. The signalman receiving this signal, if 
the block is clear, must display the Stop-signal to op- 
posing trains and reply "S D for ." If the block 

is not clear, he must reply "5 of ." The signal- 
man at the entrance of the block must then display 
the proper signal indication to the train to be ad- 
mitted. 

A train must not be admitted to a block which is 
occupied by a passenger train, except as provided in 
Rule 331 or by special order. 

To permit a train to follow a freight train into a 

block, the signalman must give "71 for " to the 

next block station in advance, to which the reply "5 of 

-— — S D for " must be made. The approaching 

train will then be admitted to the block .* 

Notes to Rule 317 (B). — 

*Under Caution-signal or with Caution Card. 

Rule 317 (B) is for absolute block for opposing movements 
and permissive block for following movements on the same track. 



STATION AND TRAIN WORK 193 

318 (a). To admit a train to a block the signal- 
man must examine the block record, and if the block 
is clear, will display the proper signal indication to 
the train to be admitted, reporting its movement as 
per Rule 319. 

A train must not be admitted to a block unless it is 
clear, except as provided in Rule 331 or by special 
order. 

318 (b). To admit a train to a block the signal- 
man must examine the block record, and if the block 
is clear, will display the proper signal indication to the 
train to be admitted, reporting its movement as per 
Rule 319. 

A train must not be admitted to a block which is 
occupied by a passenger train, except as provided in 
Rule 331 or by special order. 

A train may be permitted to follow a freight train 

into a block .* 

Notes to Rule 318 (B) — 

*Under Caution-signal or with Caution Card. 

Rule 318 (B) is for permissive block for following movements 
only. 

Note to Rule 317 (A), 317 (B), 318 (A) and 318 (B).— 
Where it is desired that train dispatchers shall control the display 
of block signals, roads may modify Rules 317 (A), 317 (B), 318 
(A) and 318 (B) so as to provide for such practice. 

319. When a train enters a block the signalman 

must give "4 " and the time, to the next block 

station in advance and when the train has passed the 
home block signal and the signalman has seen the 
markers he must display the Stop-signal, and when the 

rear of the train has passed feet beyond the home 

block signal he must give "2 of " and the time to 

the next block station in the rear. 

This information must be entered on the block 
records. 



194 STATION AND TRAIN WORK 

320. Unless otherwise provided, signalmen must 
not give "1" or "3" until they have received "4" from 
the block station in the rear. 

321. Signalmen must observe all passing trains and 
note whether they are complete and in order, and the 
markers properly displayed. Should there be any in- 
dication of conditions endangering the train, or a train 
on another track, the signalman must notify the sig- 
nalman at the next block station in advance. A sig- 
nalman having received this notice must display Stop- 
signals in both directions and answer "S D." "Should 
a train going in the opposite direction be stopped it 
may be permitted to proceed when it is known that the 
track on which it is running is not obstructed. 

322. Should a train pass a block station without 
markers, the signalman must notify the signalman at 
the next block station in each direction, and must not 
report that train clear of the block until he has ascer- 
tained that the train is complete. 

323. Should a train pass a block station in two or 
more parts, the signalman must notify the signalman 
at the next block station in advance. A signalman 
having received this notice must stop any train run- 
ning in the opposite direction. The Stop-signal must 
not be displayed to the engineman of the divided train 
if the block in advance is clear, but the. Train-parted 
signal must be given. Should a train going in the 
opposite direction be stopped, it may be permitted to 
proceed when it is known that its track is not ob- 
structed. 

324. A signalman informed of any obstruction in a 
block must display the Stop-signal and notify the sig- 
nalman at the other end of that block. The signalman 



STATION AND TRAIN WORK 1 95 

at the other end of the block must immediately dis- 
play 'the Stop-signal. The Clear-signal for that block 
must not be displayed until the obstruction is re- 
moved. 

325. When a train takes a siding the signalman 
must know that k is clear of the block before giving 
"2" or displaying a Clear-signal for that block. 

The signalman must obtain control of the block be- 
fore permitting a train on a siding to re-enter the 
block. 

326. To permit a train to cross-over or return the 
signalman must examine the block record, and if all 
the blocks affected are clear of approaching trains he 
will arrange with 'the signalmen at the next block sta- 
tion on either side to protect the movement, and 
when the proper signals have been displayed permis- 
sion may be given. Until the block is clear no train 
must be admitted in the direction of the cross-over 
switches except under Caution-signal or with Caution 
Card. All cross-over movements must be entered on 
the block records. 

327. When, as provided for in Rule 364, coupled 
trains have been separted, the signalman must regard 
each portion as an independent train. 

328. If necessary to stop a train for which a Clear- 
signal (or a Caution-signal) has been displayed and 
accepted, the signalman will give hand signals in ad- 
dition to displaying the Stop-signal. 

329. A signalman having orders for a train must 
display the block signal at "Stop." He may permit 
trains so stoppe:! to proceed under block signal rules 
after complying with Rules for Movement by Train 
Orders. 



196 STATION AND TRAIN WORK 

330. If from the failure of block signal apparatus 
the block signal cannot be changed from the normal 
indication, a signal-man having information from the 
signalman at the next block station in advance, that 
the block is clear, may admit a train to the block by 
the use of Clearance Card. 

331. If from the failure of telegraph line or other 
cause, a signalman be unable to communicate with 
the next block station in advance, he must stop every 
train approaching in that direction. Should no cause 
for detaining the train be known, it may then be per- 
mitted to proceed, provided minutes have elapsed 

since the passage of the last preceding train, using 
Caution Card. 

332. Signalmen must have the proper appliances 
for hand signaling* ready for immediate use. Hand 
signals must not be used when the proper indication 
can be displayed by the fixed signals. When hand 
signals are necessary they must be given from such 
a point and in such a way that there can be no mis- 
understanding on the part of enginemen or trainmen 
as to the signals, or as to the train or engine for which 
they are given. 

Note to Rule 332. — *Hand signaling includes the use of lamp, 
flag, torpedo and fusee signals. 

333. Signalmen will be held responsible for the 
care of the block station, lamps and supplies ; and of 
the signal apparatus unless provided for otherwise. 

334. Lights in block stations must be so placed that 
they cannot be seen from approaching trains. 

335. Lights must be used upon all block signals 
from sunset to sunrise and whenever the signal indi- 
cations cannot be clearly seen without them. 



STATION AND TRAIN WORK 197 

366. If a train over runs a Stop-signal, the fact, 
with the number of train, must be reported to ■ . 

337. If a Stop-signal is disregarded, the fact with 
the number of train, must be reported to the next 
block station in advance and then to . 

338. To open a block station the signalman must 
given "8" to the next block station in each direction 
and record the trains that are in the extended block. 
He must then display the normal signal indication and 
notify the block station in each direction that the 
station is open. 

When trains, which were in the extended block 
when the station was open and which had passed his 
station before it was opened, clear the block in ad- 
vance he must repeat the record to the block station 
in the rear. 

He must not display the Clear-signal until all trains 
are clear of the block in advance. 

339. A block station must not be closed except 
upon authority of ; nor when trains are approach- 
ing which are to meet or pass at that block station. 

340. To close a block station the signalman must 
first obtain "2" for trains which he has admitted to 
the blocks in each direction. 

He must give "9" to the next block station in each 
direction and transfer the records of the trains in the 
extended block. He must then enter on his block 
record "13" with the time it is received from each 
block station. 

The block signals must then be , all lights ex- 
tinguished and the block wires arranged to work 
through the closed station. 

(♦See note to Rule 340 foot of next page.) 



198 STATION AND TRAIN WORK 

ENGINEMEN AND TRAINMEN. 

361. Block signals apply only to trains running in 
the established direction. 

362. Trains must not pass a Stop-signal without 
receiving a Caution Card, a Clearance Card or a 
special order. 

363. An engineman holding a Caution Card must 
deliver it to the signalman at the next block station 
and personally ascertain from him that the block in 
advance is clear before proceeding. 

364. Unless directed by special instructions, when 
two or more trains have been coupled and so run past 
any block station, they must be uncoupled only at a 
block station and the signalman notified. 

365. When a train takes a siding it must not again 
enter the block without the permission of the signal- 
man. 

366. When it is necessary for a train to cross-over, 
the conductor before crossing or returning, must 
notify the signalman and obtain permission to do so. 

367. Enginemen and trainmen must not accept 
clear hand signals as against block signals. 

368. The engineman of a train which has parted 
must sound the whistle signal for Train-parted on ap- 
proaching a block station. 

369. An engineman receiving a Train-parted signal 
from a signalman must answer by the whistle signal 
for Train-parted. 

370. V\ghen a parted train has been recoupled the 
signalman must be notified. 

Note to Rule 340. — The arrangement of the block signal un- 
der the third paragraph of Rule 340 is left for each road to de- 
termine in accordance with its local requirements. 



STATION AND TRAIN WORK 199 

371. At a block station where the signalman is 
absent or incapacitated, so that instructions cannot be 
obtained, trains must wait minutes and then pro- 
ceed with caution to the next block station, where the 
conductor must report accordingly to the . 

372. If the track is obstructed between block sta- 
tions notice must be given to the nearest block signal- 
man. 

373. If a train is held by a block signal to exceed 
minutes, the conductor must ascertain the cause. 

374. Conductors must report to any unusual 

detention at block stations. 

375. A block station must not be considered as 

closed, except as provided on time-table or by special 

instructions. 

Note. — Rules 301 to 375, inclusive, apply to this system with- 
out any of the "adjuncts." 

CONTROLLED MANUAL BLOCK SYSTEM. 

A series of consecutive blocks controlled by block 
signals operated manually, and so constructed as to 
require the co-operation of the signalmen at both ends 
of the block to display a clear signal. 

CONSISTING OF: 

1. Signals of prescribed form, the indications given 
by two positions ; and, in addition, at night, by lights 
of prescribed color. 

2. The apparatus so constructed that the failure of 
any part directly controlling a signal will cause it to 
give the normal indication 

3. Signals, if practicable, either over or upon the 
right of and adjoining the track upon which trains are 



200 STATION AND TRAIN WORK 

governed by them. For less than three tracks signals 

for trains in each direction may be on the same signal 

mast.* 

*The word "mast" refers to the upright to which the signals 
are directly attached. 

4. Semaphore arms that govern, displayed to the 
right of the signal mast as seen from an approaching 
train. 

5. The normal indication of Home Block Signals — 
Stop. 

6. The apparatus so constructed that the failure of 
the block signal instruments or electric circuits will 
prevent the display of the clear signal. 

7. The relative position of the home signal, and 
track instrument or releasing circuit, such as to make 
it necessary that the rear of a train shall have passed 

feet beyond the Home Block Signal before the 

signal at the preceding block station can be released. 

ADJUNCTS. 
The following may be used : 

(A) Distant Block Signals* interlocked with 
Home Block Signals ; normal indication — Caution. 

(B) Advance Block Signalsf interlocked with 
Home Block Signals, and with Distant Block Signals, 
if used ; normal indication — Stop. 

(C) Track circuits. 

(D) Repeaters or audible signals to indicate the 
position of signals to the signalman operating them. 

(E) The automatic release of signals to give the 
normal indication. 

(F) The interlocking of switches with block 
signals. 



STATION AND TRAIN WORK 



(G) Bell circuits* for signaling between a block 
station and outlying switches. 

(H) Unlocking circuits between a block station 

and outlying switches. 

*When Distant Block Signals are used the following should be ?.dded 
to Rule 401: 



Signal 


Occasion for Use 


Indication 


N\ME 


c) 


Home (or advance) 
signal at (a) 

Home (and advance) 
signal at {b) 


Proceed with caution 
to the home (or ad- 
vance signal 

Proceed 


Caution-sig- 
nal 

Clear-signal 


\ a ) 



Where the semaphore is used, the governing arm is displayed 
to the right of the signal mast as seen from an approaching 
train, and the indications are given by positions : 

Horizontal as the equivalent of (c). 

Vertical or Diagonal (angle above or below the hori- 
zontal) as the equivalent of (d). 

fWhen Advance Block Signals are used that name should be 
added to the caption of Rule 401 so as to read "Home and Ad- 
vance Signals/' and Rule 411 should be changed to read 'The 
normal indication of Home and Advance Block Signals is Stop." 



401. 



RULES. 

HOME SIGNALS. 



Signal. 


Occasion for 
Use. 


Indication. 


Name. 


Color. 


The signal will be 
displayed when 


For enginemen and 
trainmen, 


As used in 
rules. 


{b) Red. 

(«) 


Block is not clear. 
Block is clear. 


Stop. 
Proceed. 


Stop signal. 
Clear signal. 



Where the semaphore is used, the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by 
positions : 

♦See note on following page, 



202 STATION AND TRAIN WORK 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent of (b). 

Note to Rule 401. — * Angle above or below the horizontal. 

402. Block signals control the use of the blocks, 
but, unless otherwise provided, do not affect the move- 
ments of trains under the time-table or train rules ; 
nor dispense with the use or the observance of other 
signals whenever and wherever they may be required. 
SIGNALMEN. 

411. The normal indication of Home Block Signals 
is Stop. 

412. Signals must be operated carefully and with a 
uniform movement. If a signal fails to work properly 
its operation must be discontinued and the signal 
secured so as to give the normal indication until re- 
paired. 

413. Signalmen must observe, as far as practicable, 
whether the indication of the signals corresponds with 
the position of the levers. 

414. Signalmen must not make nor permit any 
unauthorized alterations or additions to the apparatus. 

415. If any electrical or mechanical appliance fails 

to work properly must be notified, and only duly 

authorized persons permitted to make repairs. 

*When bell circuits for signaling between a block station and 
outlying switches are used, Rule 420 will be amended to include 
the following signals, which will be given and observed by sig- 
nalmen and conductors : 

1-2-3 — Train has gone on siding. All clear. Switch closed. 
Answer by 1-2-3. 

3-4 — Train is ready to leave siding. Answer by 3-4, or 5. Con- 
ductor when ready to go will give 3-4, and will not start his train 
until 3-4 has been given in reply, and this must not be given by 
the signalman unless the block is clear. 

General Note. — The Committee has found it desirable to 
leave blanks ( ) in certain rules to be filled by each com- 
pany adopting them, as may best suit its own requirements. 



STATION AND TRAIN WORK 2C»3 

416. A block record must be kept at each block sta- 
tion. 

Note to Rule 416. — The different items to be entered on the 
block record have not been prescribed in this rule, but it has been 
left to each road to complete the rule by adding such items as 
may be necessary to meet the conditions governing its traffic. 

417. Block signal instruments and bells must be 
used only by signalmen and as directed by the rules. 

418. Bells must not be used for any purpose other 
than to give the prescribed signals. 

419. Bell signals must be given deliberately and 
distinctly, and answered promptly. All signals must 
be repeated until answered. 

420. The prescribed Bell Signals are as follows : 
1 — (Long stroke.) Answer telegraph call. 

2— All right. Yes. 

3 — Unlock my lever. Answer by unlocking, or 5, 
or 3-1. 

4— Train has entered block. 

5 — Block is not clear. 

6 — Has a train entered this block? Answer by 2, 
or 2-1. 

1-2 — Clear. Train has cleared block. 

1-4 — 1-4 — Stop train approaching and have it ex- 
amined. Answer by 1-4 — 1-4. 

2-1— No. 

2-2-2 — Previous signals given in error. Answer by 2. 

2-3-2 — Train has passed without markers. This 
signal to be given to station in advance. Answer by 
2-3-2. 

2-4 — Has train cleared block? Answer by 1-2, or 5. 

2-4-2 — Repeat previous signal. 

3-1 — Have unlocked. If levers are not released, in- 
strument must be out of order. Block is clear. This 



204 STATION AND TRAIN WORK 

signal must be answered by 3-1 and the answer 
acknowledged by 2. It must not be used unless the 
block is known to be clear. A signalman having re- 
ceived 3-1 and answered it by 3-1 and received 2 in 
acknowledgement, may allow train to proceed under 
Rule 434, announcing it by 4. 

3-3 — Train in block will take intermediate siding. 
Answer by 3-3. 

3-3-3 — 3-3-3 — Train in block has broken apart. An- 
swer by 3-3-3—3-3-3. 

4-3-4- — Train from intermediate siding is proceeding 
toward you. Answer by 4-3-4. 

4-4-4 — Cars running away in the wrong direction 
and proceeding toward you. Answer by 4-4-4. 

4-6-4 — Cars running away in the right direction and 
proceeding toward you. Answer by 4-6-4. 

5-2-5 — Train has passed without markers. This 
signal to be given to station in rear. Answer by 5-2-5. 
. 5-5-5 — Obstruction in block. Stop all trains ap- 
proaching this station. Answer by 5-5-5. 

6-6-6 — Testing. Answer by 6-6-6. 

Notes to Rule 420. — 

(-) signifies pause between beats. 

Additional bell signal may be used if desired. The telegraph 
or other equivalent may be used instead of the bell for transmit- 
ting signals. 

421. To receive and forward a train, the block be- 
ing clear, and signals giving the normal indication : 

In answer to 3 from the next block station in the 
rear, the signalman must unlock by closing the circuit, 
and unless otherwise provided hold it closed until 
acknowledged. 

In answer to 4 from th? next block station in the 
rear, he must give 2, then give the block station in ad- 



STATION AND TRAIN WORK 2 °5 

vance 3. If released, he must give 2 in acknowledg- 
ment, then clear the signals. When the train enters 
the block in advance, he must give 4 to the next block 
station in advance. When the rear of the train has 

passed feet beyond the home block signal and he 

has seen the markers he must give 1-2 to the station in 
the rear. 

422. Block signals must be restored to the normal 
indication as soon as the train for which they were 
cleared has passed — — . 

423. Unless otherwise provided, signalmen must 
not give 3 until they have received 4 from the next 
block station in the rear, nor unlock the next block 
station in the rear before receiving 3 

424. Signalmen must observe all passing trains 
and note whether they are complete and in order and 
the markers properly displayed. Should there be any 
indication of conditions endangering the train, or a 
train on another track, the signal 1-4 — 1-4 must be 
given to the next block station in advance and the sig- 
nalman must display Stop-signals, in both directions, 
and then answer 1-4 — 1-4. Should a train going in 
the opposite direction be stopped, it may be permitted 
to proceed when it is known that the track on which 
it is running is not obstructed. When practicable, the 
signalman giving 1-4 — 1-4 must inform the signalman 
at the other end of the block why the signal was given. 

425. Should a train pass a block station without 
markers, the signalman must give 2-3-2 to the next 
bLock station in advance and 5-2-5 to the next block 
station in the rear, and must not report the block clear 
nor unlock the next block station in the rear until he 
has ascertained that the train is complete. 



206 • STATION AND TRAIN WORK 

426. Should a train pass a block station in two or 
more parts, 'the signalman must give 3-3-3 — 3-3-3 to 
the signalman at the next block station in advance. A 
signalman having received this signal must stop any 
train running in the opposite direction. The Stop- 
signal must not be displayed to the engineman of the 
divided train if the block in advance is clear, but the 
Train-parted signal must be given. Should a train 
going in the opposite direction be stopped, it may be 
permitted to proceed when it is known that its track is 
not obstructed. 

427. Should cars run away in the wrong direction, 
the signal 4-4-4 must be given to the next block sta- 
tion in the rear. Should cars run away in the right 
direction, the signal 4-6-4 must be given to the next 
block station in advance. Signalmen receiving either 
of these signals must take such measures for the pro- 
tection of trains as may be practicable. 

428. A signalman informed of any obstruction in a 
block must display the Stop-signal and give 5-5-5 to 
the signalman at the other end of that block. A sig- 
nalman receiving 5-5-5 must immediately display the 
Stop-signal and then answer by 5-5-5. The Clear- 
signal for that block must not be displayed until the 
obstruction is removed. 

429. When a train takes a siding the signalman 
must know that it is clear of the block before giving 
1-2 or displaying a Clear-signal for that block. 

A signalman, after having unlocked the next block 
station in the rear' or given 3-1, must not permit train 
or switching movements that will endanger an ap- 
proaching train. 



STATION AND TRAIN WORK 207 

430. A train must not be admitted to a block un- 
less it is clear, except as provided in Rule 436, or by 
special order. 

431. When, as provided for in Rule 464, coupled 
trains have been separated, the signalman must regard 
each portion as an independent train. 

432. If necessary to stop a trajn for which a Clear- 
signal has been displayed and accepted the signal- 
man must give hand signals in addition to displaying 
the Stop-signal. 

433. A signalman having orders for a train must 
display the block signal at "Stop." He may permit 
trains so stopped to proceed under block signal rules 
after complying with Rules for Movement by Train 
Orders. 

434. If from the failure of block signal apparatus 
the block signal cannot be changed from the normal 
indication, a signalman having information from the 
signalman at the next block station in advance, that 
the block is clear, may admit a train to the block by 
the use of Clearance Card. 

435. When a train is admitted to a block as pro- 
vided in Rule 436, both signalmen must use every 
precaution to prevent a second train from entering the 
block until it is clear. 

436. If from the failure of bell circuits, telegraph 
line or other cause a signalman be unable to com- 
municate with the next block station in advance he 
must stop every train approaching in that direction. 
Should no cause for detaining the train be known, it 

may then be permitted to proceed, provided 

minutes have elapsed since the passage of the last pre- 
ceding train, using Caution Card. 



208 STATION AND TRAIN WORK 

437. Signalmen must have the proper appliances 
for hand signaling* ready for immediate use. Hand 
signals must not be used when the proper indication 
can be displayed by the fixed signals. When hand 
signals are necessary they must be given from such a 
point and in such a way that there can be no mis- 
understanding on the part of enginemen or trainmen 
as to the signals, or as to the train or engine for which 
they are given. 

Note to Rule 437. — *Hand signaling includes the use of lamp v 
flag, torpedo and fusee signals. 

438. Signalmen will be held responsible for the 
care of the block station, lamps and supplies ; and of 
the signal apparatus unless provided for otherwise. 

439. Lights in block stations must be so placed 
that they cannot be seen from approaching trains. 

440. Lights must be used upon all block signals 
from sunset to sunrise and whenever the signal indi- 
cations cannot be clearly seen without them. 

441. If a train over runs a Stop-signal, the fact, 
with the number of train, must be reported to . 

442. If a Stop-signal is disregarded, the fact, with 
the number of train, must be reported to the block 
station in advance and then to . 

ENGINEMEN AND TRAINMEN. 

461. Block signals apply only to trains running in 
the established direction. 

462. Trains must not pass a Stop-signal without 
receiving a Caution Card, a Clearance Card or a 
special order. 

463. An engineman holding a Caution Card must 
deliver it to the signalman at the next block station 



STATION AND TRAIN WORK 209 

and personally ascertain from him that the block in 
advance is clear before proceeding. 

464. Unless directed by special instructions, when 
two or more trains have been coupled and so run past 
any block station, they must, be uncoupled only at a 
block station and the signalman notified. 

465. When a train takes a siding it must not again 
c jr the block without the permission of the signal-- 
man. 

466. When it is necessary for a train to cross-over, 
the conductor before crossing or returning, must 
notify the signalman and obtain permission to do so. 

467. Enginemen and trainmen must not accept 
clear hand signals as against block signals. 

468. The engineman of a train which has parted 
must sound the whistle signal for Train-parted on ap- 
proaching a block station. 

469. An engineman receiving a Train-parted signal 
from a signalman must answer by the. whistle signal 
for Train-parted. 

470. When a parted train has been recoupled the 
signalman must be notified. 

471. At a block station where the signalman is 
absent or incapacitated, so that instructions cannot be 
obtained, trains must wait minutes and then pro- 
ceed with caution to the next block station, where the 
conductor must report accordingly to the . 

472. If the track is obstructed between block sta- 
tions notice must be given to the nearest block signal- 
man. 

473. If a train is held by a block signal to exceed 
minutes, the conductor must ascertain the cause. 



210 STATION AND TRAIN WORK 

474. Conductors must report to any unusual 

detention at block stations. 

475. A block station must not be considered as 

closed, except as provided on time-table or by special 

instructions. 

Note. — Rules 401 to 475, inclusive, apply to this system with- 
out any of the "adjuncts." 

AUTOMATIC BLOCK SYSTEM. 
A series of consecutive blocks controlled by block 
signals operated by electric, pneumatic or other 
agency, actuated by a train or by certain conditions 
affecting the use of a block. 

CONSISTS OF: 

1. Signals of prescribed form, the indications given 
by not more than three positions ; and, in addition, at 
night by lights of prescribed color. 

2. An apparatus so constructed that the failure of 
any part controlling the Home Block Signal will cause 
it to indicate — Stop. 

3. Signals, if practicable, either over or upon .the 

right of and adjoining the track upon which trains 

are governed by them. For less than three tracks, 

signals for trains in each direction may be on the 

same signal mast.* 

*The word "mast" refers to the upright to which the signals 
are directly attached. 

4. Semaphore arms that govern, displayed to the 
right of the signal mast as seen from an approaching 
train. 

5. Switches in the main track so counected with 
the block signals that the Home Block Signal in the 
direction of approaching trains will indicate Stop 
when the switch is not set for the main track. 



STATION AND TRAIN WORK 



211 



6. Signal connections and operating mechanism so 
arranged that a Home Block Signal will indicate 

Stop after the f of a train shall have passed it. 

tThe head, or rear. 



ADJUNCTS. 
The following may be used : 

(A) Distant Block Signals* connected with cor- 
responding Home Block Signals and so constructed 
that the failure of any part controlling the signal shall 
cause it to indicate — Caution. 

(B) Track Circuits. 

(C) Indicators at main track switches. 



*When Distant Block Signals are used the following should be added 
to Rule 501 : 

DISTANT SIGNALS. 



Signal . 


Occasion for Use. 


Indication. 


Name. 


Color. 


The Signal will 
appear when 


For enginemen and 
trainmen. 


As used in 
rules. 


id) 


Home signal is at 
(a) or track ob- 
structed be- 
tween distant 
and home sig- 
nal. 

Home signal is at 
[b) 


Proceed with caution 
to the home signal. 

Proceed, 


Caution-signal. 
Clear-signal. 



Where the semaphore is used, the governing arm is displayed 
to the right of the signal mast as seen from an approaching train, 
and the indications are given by positions : 

Horizontal as the equivalent of (d). 

Vertical or Diagonal (angle above or below the hori- 
zontal) as the equivalent of (e). 

Where a single disc is used for two indications these are given 

by position of a (color) disc as seen from an approaching 

train : 

Disc displayed as the equivalent of (d). 

Disc withdrawn as the equivalent of (e). 



STATION AND TRAIN WORK 
RULES. 



501. 


HOME SIGNALS. 




Signal 


Occasion for Use 


Indication 


Name 


Color 


The signal will 
appear when 


For enginemen 
and trainmen 


As used in rules 


(a) Red 

(b) 

if) 


Block is not clear 
Block is clear 
Block is clear 
Second block in 

advance is not 

clear 


Stop 

Proceed 

Approach next 
home signal 
prepared to 
stop. 


Stop-signal 
Clear-signal 
Caution-signal 



Where the semaphore is used the governing arm is 
displayed to the right of the signal mast as seen from 
an approaching train, and the indications are given by- 
positions : 

Horizontal as the equivalent of (a). 

Vertical or Diagonal * as the equivalent of (b). 

Diagonal * as the equivalent of (c). 

Where a single disc is used for two indications 

these are given by position of a f disc as seen 

from an approaching train : 

Disc displayed as the equivalent of (a). 

Disc withdrawn as the equivalent of (b). 

Notes to Rule 501. — 

*Angle above or below the horizontal. 

tColor. 

502. Block signals control the use of the blocks, 
but, unless otherwise provided, do not affect the 
movements of trains under the time-table or train 
rules ; nor dispense with the use or the observance of 
other signals whenever and wherever they may be re- 
quired. 






STATION AND TRAIN WORK 213 

503. Block signals apply only to trains running in 
the established direction. 

504. When a train is stopped by a block signal it 
may proceed when the signal is cleared. 

Or it may proceed — 

(A) After waiting minutes and then running 

under caution ; 

Or— 

(B) Preceded by a flagman to the next clear 
signal. 

Note to Rule 504. — The Committee has provided for alter- 
natives in Rule 504, considering either to be safe practice. 

505. When a signal is out of service the fact will 
be indicated by . 

Trains finding a signal out of service must, unless 
otherwise directed, proceed with caution to the next 
signal. 

506. When a train is stopped -by a signal which is 

evidently out of order, and not so indicated, the fact 

must be reported to . 

Note. — Rules 501 to 506, inclusive, apply to this system with- 
out any of the "adjuncts." 

General Note. — The Committee has found it desirable to 
leave blanks ( ) in certain rules to be rilled by each com- 
pany adopting them, as may best suit its own requirements. 



BLOCK SIGNAL EXAMINATION. 

QUESTIONS WITH ANSWERS. 

Q. What is a block signal? A. A Telegraph sta- 
tion with all the necessary signals for blocking trains. 

Q. What is a block? A. The distance between the 
outer approaching switches of two block stations. 

Q. What is a positive block? A. A Block where 
there is only one train allowed at a time. 

0. What is a cautionary or permissive block? A. 
A block where two trains are allowed by the use of a 
cautionary card or signal. 

Q. Are block signals used for any other purpose than 
blocking trains? A. They may be used for stopping 
trains for telegraphic orders. 

Q. What rules besides block signal rules apply to 
them? A. Train order rules. 

O. What is a block signal ? A. A semaphore where 
arms govern by day, and red, green and white lights by 
night. 

Q. Which arm and light of the block signal govern 
trains approaching such signal ? A. The right arm and 
the light facing the train. 

Q. What does the horizontal positon of the arm or 
red light signify ? A. Danger. 

Q. What does the diagonal position of the arm or 
green light signify? A. Caution; another train is in 
the block. 

O. What does the vertical position of the arm or the 
white light signify ? A. Clear ; no train in the block. 
214 






STATION AND TRAIN WORK 215 

O. When a clear signal is given how far does it indi- 
cate that block is clear? A. To outer approaching 
switch of the block station ahead. 

Q. What switch is meant by the outer approaching 
switch of the block station ahead? A. The one farth- 
est out from that station. 

Q. At what position must signals always be kept ex- 
cept when changed to permit a train to pass ? A. Hori- 
zontal or danger. 

Q. While you have train orders on hand, at what 
position must block signals be left? A. Horizontal or 
danger. 

O. What must be done before issuing clearance cards 
to trains to which you have delivered orders? A. As- 
certain that there are no more orders and that the block 
is clear. 

O. If you have no orders for a train, which is ap- 
proaching, and block ahead is clear, when should you 
give clear signal to that train? A. As early as possible 
in order that they will not reduce speed. 

Q. When is the proper time to report a train clear of 
a block ? A. One hundred yards past the block station. 

Q. When is a proper time to replace danger signals 
after a train has passed? A. Immediately after the 
markers have passed the block station. 

Q. How are you to know when an entire train has 
passed your station ? A. By the markers. 

Q. What are the markers? A. Red and green 
lights by night and green flags by day. 

Q. If a train passes with no markers displayed what 
would you infer, and what action would you take? A. 
Notify block stations on each side and report to train dis- 
patcher that train has parted. 



216 STATION AND TRAIN WORK 

Q. If you are notified by next block station in either 
direction that a train which had entered block has parted 
what would you do? A. Give "train parted" signal to 
engineer as front portion approached. 

Q. What is a "train parted" signal? A. A lamp or 
flag swung vertically at arm's length across the track. 

Q. For what purpose is a cautionary block signal or 
card used ? A. To allow a train to enter a block which 
is not clear. 

Q. Suppose that two or more sections of a train were 
to meet an opposing train at your station ; would you give 
the opposing train a clear signal before all the sections 
had passed and all orders had been completed and de- 
livered or cancelled or while there was another train in 
the block? A. No. 

Q. What record of movements of train is to be kept 
and at what time must the record commence. A. A 
record of train movements should be kept on a train reg- 
ister sheet and should be commenced at midnight daily. 

Q. How are trains to be reported? A. To offices 
both in advance and rear. 

Q. What does signal B signify? A. Block. 

Q. What must be done with regard to an approach- 
ing train if a train from an opposite direction upon single 
track has entered the block? A. Leave danger signal 
displayed to hold the approaching train. 

Q. What should be done upon the approach :of a train ? 
A. If block is clear, and if you hold no orders for the 
train, display white or clear signal allowing it to proceed. 

Q. What would be done in case you could not raise 
the next block station to get him to block trains and you 
could not raise train dispatcher for instructions? A. 
Issue a caution card stating the facts of the case. The 



STATION AND TRAIN WORK 217 

train could then proceed only as in accordance with the 
time schedule. 

Q. Under what conditions may a train be permitted 
to enter a block before a preceding train has cleared that 
block ? A. Under a cautionary signal or card. 

O. How must your signals be displayed when trains 
are to meet at your station? A. They should be held 
at danger until one train is clear on the side track. 

Q. What must be done in case a train is to use a 
cross-over switch or enter the opposite or wrong-going 
track? A. The conductor must notify the operator, at 
the block station to be last passed, of his intentions, who 
will notify the operator in the block station in advance, 
to use the danger or cautionary signals for all opposing 
trains until informed that the train which crossed over 
has reached his or another block. Station on the right 
track. 

0. If a train enters a siding at your station to be met 
and passed by another train what must you know before 
reporting the block clear ? A. That the markers on the 
rear of the train are clear on siding and that the switch 
is closed. 

O. If it should be necessary to stop a train while it is 
passing your station for which you have "given a clear or 
caution which signal would you use? 

A. The danger signal, also hand signal. 

Q. After an engine or train has passed your office 
and you are offered an order for that train, or you are 
ordered to block it, what would you do? A. Refuse by 
stating the circumstances and then endeavor to stop the 
train. 



218 STATION AND TRAIN WORK 

Q. \Vhat must be done before closing a block signal 
station? A. Get relief from the train dispatcher and 
notify the offices on each side. 

Q. When block offices are closed what must be done 
with the signals ? A. Leave them at white. 

Q. What must be done when an office is reopened? 
A. Report to the train dispatcher for duty and notify 
the stations on each side. 

Q. What must be done before allowing the first train 
to pass? A. Ascertain if block is clear. 

O. When should hand signals be used? A. At any 
time when the proper indications cannot be given by the 
fixed signal. 









General Rules Covering the Operation of Trains and 
Handling of Freight and Passengers. 

Not to go to Meals Without Permission. Con- 
ductors and enginemen should not go to meals nor 
delay their trains from any cause after receiving an 
order allowing them to proceed without asking for 
and obtaining special permission to do so from the 
train dispatcher. In case a train has work to do they 
should immediately notify the train dispatcher of the 
probable length of time before they would be ready to 
leave. After receiving permission, the conductor 
should report when he is ready to go, and ask if there 
are any further orders. All communications from 
conductors, enginemen and others concerning train 
orders should be addressed to the train dispatcher in 
writing. 

Changing Off. When enginemen or conductors 
change off before the completion of their trips, they 
should carefully change any orders they may have and 
should see that they are perfectly understood by those 
to whom transferred. Changes of this kind should 
not be made without the consent of the train dis- 
patcher. 

Train Baggage-men and Freight Men. Train bag- 
gage men and freight men are under the immediate 
charge of the conductor of the train and when not in 
conflict with the Company's rules must obey his orders 

219 



220 STATION AND TRAIN WORK 

Train baggage men ought to provide themselves with 
a copy of the rules and regulations issued by the Com- 
pany's general baggage agent and observe them. 

Riding Cars and Switching. None but train men or 
switch men should be allowed to ride cars, or in any 
way assist in switching trains on the road or at ter- 
minals. 

Riding on Locomotive Pilots. No person should be 
allowed to ride upon the pilot of a locomotive either in 
dispatch of duty or otherwise. 

Track Scales. Switches should be set for dead rails 
over track scales when they are not being used for 
weighing purposes. 

Turn-tables Locked. Turn-tables should be locked 
with a switch lock, by enginemen immediately after 
use unless in charge of employees. When turn-tables 
are found unlocked or locks are discovered to be out 
of order the fact should be immediately reported to the 
Superintendent by wire. 

Taking Coal and Water. When it is necessary to 
take coal or water, freight trains of more than 20 cars 
in length should be stopped 100 feet from coal or 
water stations and engine uncoupled. Before starting 
again the engineman should know that the aprons and 
spouts have been properly placed to clear passing 
trains. 

Engines Standing in Highway Crossings. Engines 
should not be permitted to stand nearer than 100 feet 
to* street or highway crossings, nor under a bridge if it 
can be avoided, neither in the vicinity of waiting 
rooms, offices or cars occupied by passengers where 
the noise or smoke is likely to disturb the occupants. 



STATION AND TRAIN WORK 221 

Dead Engines in Transit. When more than one en- 
gine is to be hauled as freight in a train at least three 
box or stock cars should be placed between them un- 
less otherwise instructed. Dead engines should not 
be hauled without side-rods unless by permission of 
the superintendent and then their speed should not ex- 
ceed that prescribed under such circumstances. 

Closed Doors. The door of freight cars ought to be 
kept closed when not in use. 

Flagging. The utmost care should be observed by 
brakemen in watching train to see it does not part. In 
case a train should part in two they are required to 
protect their train with the utmost promptness. As 
required by the rules they should not wait for instruc- 
tions from the conductor to protect train by flagging 
and to this end brakemen should be fully acquainted 
with the Standard Code of Rules on this point and the 
rules of the company by which they are employed. 

Trains Parting. Should trains part from any cause, 
the facts should be reported to the Superintendent on 
the prescribed form. Full information should also be 
given by the conductor in person to the car inspector 
or his representative at the first terminal. 

Use of Cars. Economy in the use of cars should be 
practiced as much as possible. Cars ought never to 
be forwarded with less than 2,000 pounds, small lots 
being loaded into passing trains. At junction points 
if cars contain less than 2,000 pounds they should be 
unloaded and consolidated with other lots and for- 
warded without unreasonable delay. 

Transportation of a Corpse. A corpse should not be 
received for transportation unless accompanied by a 
physician's certificate or certificate of inquest from the 



222 STATION AND TRAIN WORK 

coroner or by a permit for transportation from the 
clerk of the Board of Health of the county or city 
through which trains happen to be passing. There 
should likewise be a certificate from the undertaker, 
showing that the person did not die of a contagious 
disease. In no case should it be received for transpor- 
tation if perceptibly offensive, no matter whether ac- 
companied by a physician's certificate or not. 

Unchecked Baggage, Etc. Unchecked articles or 
baggage should not be received for transportation 
unless authorized by the general baggage agent, 
general superintendent or superintendent. The Com- 
pany's business always excepted. 

Money Packages. Letters or packages containing 
money whether registered or not should not be for- 
warded in the baggage cars, train baggage men should 
refuse to receive from any employee packages of this 
description marked "Railway Business." If a bag- 
gage-man should discover after leaving a station that 
a money-letter or package has been given him with 
other mail for transportation, he should retain it in his 
possession until his return trip and then deliver it at 
the station from which he received it, sending a full 
report of the transaction to the general baggage agent 
of the Company by whom he is employed. 

Mail Matter. Under no circumstances ought mail 
to be received for transportation (as Railway busi- 
ness) unless it is known to actually pertain to the ser- 
vice of the Railway Company. All other mail matter 
must be sent by United States mail. 

Freight to and From Prepaid Stations. Agents re- 
ceiving freight for shipment to stations at which there 
is no agent should require pre-payment of the charges 



STATION AND TRAIN WORK 223 

and should note on the receipt given that it is received 
upon conditions that the Company is not to be held 
responsible for it after it has been unloaded at destina- 
tion. Freight so received should be way-billed by the 
Forwarding Agent to the first station at which there 
is an agent beyond its destination, but at rates current 
to the station to which consigned. Instructions to the 
conductor should be noted in ink on the face of the 
way-bill to unload the shipment at its proper destina- 
tion. Conductors when unloading consignments of 
this sort, should, when practicable, take receipt for it 
on the way-bill from the consignee, leaving the way- 
bill at the first station at which there is an agent be- 
yond the point of delivery. Should the consignee not 
be on hand to receive the shipment, and in case it is 
of much value or likely to suffer from exposure to the 
weather, conductors should take it and deliver it, to- 
gether with the way-bill, at the first station at which 
there is an agent beyond the designated point. 

Handling Special Shipments. Shipments consigned 
"to order" or "to notify" or "to be delivered only on 
surrender of bill of lading" should be taken by the 
conductor to the first station at which there is an agent. 
When shipments are offered to conductors for trans- 
portation at stations where there is no agent they 
should refuse to accept it unless accompanied by full 
shipping directions in writing, giving name of con- 
signor and consignee, destination, and number and 
mark on packages. Conductors should hand such 
shipping directions to the agent at the first regular sta- 
tion beyond the point where he received the shipment 
and that agent should immediately make a way-bill 
covering the shipment from his station but at rates 



224 STATION AND TRAIN WORK 

current from the station at which the shipment was 
received, noting on the, face of the way-bill the name of 
station, from which the shipment was loaded. 

Cars Unsafely Loaded. Conductors should refuse 
to accept cars which in their judgment appear to be 
unsafely loaded and should report the facts to the 
train dispatcher. 

Refrigerator Cars. When refrigerator cars are not 
in a train for its regular run in accordance with the 
schedule the train dispatcher should be immediately 
notified by telegraph. Conductors ought to examine 
the bunkers in refrigerator cars to ascertain whether 
sufficient ice has been provided to carry car to its 
destination. Should the car have any need of re-icing, 
the conductor should notify the train dispatcher and 
agent at the first terminal. 

Loading Merchandise. Merchandise such as flour, 
sugar, butter or commodities of a similar nature or 
class should not be loaded in cars formerly used for oil, 
lime, coal and other freight of the same class. Agents 
should be careful to see that floors of cars are clean for 
such merchandise. When cars are not loaded with 
bulk grain, agents should see that grain doors are 
properly raised. 

Load in Station Order. Goods should not be mixed 
in loading. - Whenever practicable each lot should be 
kept separate. If goods are loaded into a car from 
more than one station, the freight to be unloaded first, 
ought to be loaded into the car last. Goods for each 
station should be kept together and each lot of goods 
by itself. Conductors should report to the superin- 
tendent any neglect of agents in this matter. Agents 
and conductors should see that all goods in their 



^ 



a 
ik- 
las 
jht 

he 

by 

ed. 
ar- 

lar 
in 
ik- 

ss- 
)n- 
:ed 

zd- 
er, 
ble 
lly 
ise 
}re 
>ad 
: it 
nd 
ng 
ke- 
it 
led 
ill, 
ble 
id. 




METHODS OF LOADING WHEN LOADS EXTEND OVER AND OFF CARS. 



CI 

re 

st 



tc 

111 

tr 
ir 

S( 

n 

tl 
si 
d. 
tl 
a. 

, S1 

c 

li 

s' 

'S 

b 
P 



STATION AND TRAIN WORK 22$ 

charge are carefully handled and loaded in such a 
manner that no damage will result in transit by leak- 
age of liquids, chafing of bales, etc. After freight has 
been unloaded from a car which contains other freight 
for other stations, conductors ought to see that the 
merchandise left in the car is properly secured by 
leveling down the piles of goods and blocking them 
with other freight so damage may be prevented. 
Casks, barrels, and other packages containing oil, tur- 
pentine, fish, tar, molasses and other goods of similar 
character should be safely blocked, and not loaded in 
cars containing merchandise liable to damage by leak- 
age or by being scented by odors. 

Checking Freight. Way freight loaded into pass- 
ing trains should be checked into the car by the con- 
ductor and any discrepancy or damage should be noted 
upon the way-bill. 

Loads Extending Over and Off Cars. It is exceed- 
ingly important that all cars loaded with lumber, 
timber, iron pipe, posts, etc., or other freight liable 
to project beyond the ends of a car should be carefully 
examined before being moved. Agents should exercise 
the utmost care in examining all such goods before 
forwarding, they should see that no part of the load 
extends beyond the end of the car, should see that it 
does not interfere in any way with free access to and 
working of the brakes, except in cases of very long 
timber requiring two cars, in which case the brake- 
head and stem may be removed if necessary, but it 
should be carefully attached to the car and forwarded 
with a notification to that effect on outside of way-bill. 
Whenever possible, flat cars to be loaded double 
should be switched with brakes on the outer end. 



226 STATION AND TRAIN WORK 

Conductors should examine all cars before placing 
them in their trains and should refuse to accept any 
not properly and safely loaded, reporting the same by 
wire with number of car to the superintendent or any 
other proper official. 

How to Load. (a). "Telegraph poles and piles 
should be loaded with tips and butts alternating." 

On One Car. (b). "When telegraph poles are 
loaded on one car, six good hardwood stakes may be 
placed on each side of same as shown in Fig. 6 and 
four strands of new telegraph wire Standard size (8) 
to each pair of stakes should be tied across the car 
when one third loaded and four strands tied over top 
of the load when the loading is completed, the stakes 
being notched to prevent the wire from slipping." 

On Two Cars. (c). "Telegraph poles, etc., which 
require the use of two cars for loading, should be kept 
clear of car floors throughout by placing one good 
sound bearing piece of saddle (10" x 10") of sufficient 
length to reach across the car, on each car, as shown 
in Fig. 1 and six bearing pieces or saddles may be 
brought to any point between and sufficiently near each 
other to prevent the shortest timber from working 
out from between the stakes. In addition to this there 
should be fixed to each side of the car over all, two 
good hardwood stakes, tied across with new telegraph 
wire of Standard size (8)." 

Loading Long and Short Poles, Etc. (d). "When 
necessary to load a few long poles or timber, on top of 
two. cars containing short ones, in order to keep the 
long timber clear from the short ones, beneath, as 
shown in Fig. 2, a bearing piece must be securely 
fastened on the top of each car, on the short timbers- 



STATION AND TRAIN WORK ^7 

in order to allow the car to curve freely, and two stakes 
on each side of both cars near the end -where the cars 
are coupled together must be run to the top of the 
long timbers and securely fastened with wire as 
already explained." 

On Three Cars. (e). "When the timber or poles 
are too long to be safely carried on two cars and three 
cars must be used, bearing pieces are placed on each 
of the end cars, so as to keep the load entirely free 
from the center car (see Fig. 3)." 

Two Shipments, (f). "When two shipments simi- 
lar to that referred to in the preceding clause are to be 
handled, each having timbers to be safely carried on 
two cars but not requiring more than one half the 
length of another car, they ought to be placed so that 
the projecting ends rest on the additional car, placed 
in the center with bearing pieces of sufficient thick- 
ness to keep the load clear from the car floor through- 
out, at a point between the trucks of each car and near 
to those next to the end of load, the load to be placed, 
tied and staked as described above. (See Fig. 4)." 

Stakes, (g). ''Stakes ought to be placed in a per- 
pendicular position and in no case should it exceed the 
width of the car (see Fig. 5). Poles and timber must 
not extend beyond the end of the car." 

Overloading, (h) "In order to prevent overload- 
ing (when load necessitates the use of more than one 
car) the weight to be carried should not exceed the 
capacity of one car provided the load rests on only 
one pair of trucks of each car. If the the load is dis- 
tributed between both pairs of trucks of each car, the 
combined capacity of both cars, may be allowed as a 
maximum weight." 



228 STATION AND TRAIN WORK 

Inspection, (i). At stations where telegraph poles, 
ties, etc., are to be loaded, agents should note person- 
ally that the cars are loaded in accordance with the 
foregoing instructions. In case there is no agent, 
conductor should see that the cars are loaded in ac- 
cordance with the foregoing, before accepting them 
for their trains. Inspectors at division points should 
carefully examine all such freight and if cars are im- 
properly loaded the fact should be immediately re- 
ported to the agent. 

Bonded Merchandise. Agents and conductors 
should refuse to accept cars loaded with bonded mer- 
chandise unless the following rules regulating the 
transportation of the same have been fully complied 
with: 

(1). Cars containing bonded goods should always 
be secured with custom seals and tags which should 
be removed by none but the customs officer. 

Any unauthorized person removing or tampering 
with these seals and tags renders himself liable to im- 
prisonment for not less than six months. 

U. S. CUSTOMS. U. S. CUSTOMS. 

Unapprised Merchandise. BONDED MERC HANDISE 

IN BOND. — 



NOTICE C^'^'omMrroX" UmuLhJTp 
'or iopriKomrnl not McntliDC tin mn, «i bolt 



U ATI f»C 6«ll .luched to Ibil or «i* to be removed b» Custom* Offlcer. 
NU I ll/t otJ,. Uc.utbori.ed person -bo -llll.il, brt.*. cut or r.mov. 

Cards on Side of Car. (2). Every car which con- 



STATION AND TRAIN WORK 229 

tains appraised bonded goods must have on its side a 
red card 3^"x4^" in size, and every car containing 
unappraised bonded goods must have on its side a yel- 
low card 6" x 6" in size with the words in black letters 
as shown in figures. These cards to be furnished 
and pasted on the car by the agent at the time of ship- 
ment. 

Conductors to Examine Seals, Etc. (3). When re- 
ceiving cars and manifests, conductors should care- 
fully examine custom seals to determine whether or 
not such seals are intact. If they find them broken or 
that they show signs of having been tampered with en 
route, the matter should be immediately reported to 
the superintendent. 

Tran-Shipment. (4). In case of accident necessi- 
tating the tran-shipment of the contents of the car or 
in case of tran-shipment for any cause it must be made 
under the supervision of a customs officer. 

Packages Corded and Sealed. (5). Bales and pack- 
ages "corded and sealed" need not be transported in 
cars sealed with customs seals and may be transferred 
without the supervision of the customs officer. Such 
shipments must in all cases be accompanied by a mani- 
fest. 

Freight Goods with Bonded. (6). Freight goods 
may be conveyed in the same car with bonded goods 
but in that case the car must be sealed, etc., as indi- 
cated in the foregoing sections 1 and 2. Care should 
be taken not to accompany bonded goods with freight 
goods destined for intermediate stations where there 
is no customs officer to open and re-seal the car. 

Sealing Cars. Agents should securely fasten the 
end doors and seal the side doors of all cars loaded by 



230 STATION AND TRAIN WORK 

them immediately upon completion of the loading, 
except in those which contain, rough stone, common 
bricks, sand, railroad ties, poles, posts, firewood, iron 
ore, iron or steel rails for railroad tracks and coal. 
When a shipper has especially requested it and is will- 
ing to have a notation made on the contract, bill of 
lading or shipping receipt, and also on the way-bill that 
it is done at his risk car doors may be left open. 

Breaking Seals. Agents should keep a complete 
seal record in their seal book (when one has been pro- 
vided) showing all cars left at and taken from their 
stations, or which were sealed or unsealed by them, 
including seals removed from or placed on passing 
way freight cars at their station. They should in- 
variably note on the face of each way-bill receipted by 
them over their own signature, the number of all seals 
broken by them on cars mentioned in the way-bill. 
In the case of cars containing freight for stations at 
which there are no Agents, conductors may break the 
seal, recording the number of same and reason for 
breaking them on the face of the way-bill and should 
have the car resealed upon its arrival at the first regu- 
lar station. 

Seals Placed so Doors Cannot be Opened. Seals 
should be so placed on car doors by agents, to prevent 
doors being opened without seals being broken. They 
should be so placed that the numbers can be readily 
taken. Agents and conductors should report to the 
superintendent or other proper official the initials and 
numbers of cars which they discover to have been 
improperly sealed. 

Sealing Material. Seals and seal presses ought to 
. be under lock and key when not in use. None but 



STATION AND TRAIN WORK 231 

the station agent or his authorized employee should 
be allowed to seal and unseal cars. 

Foreign Seals. • Agents at junction stations who re- 
ceive loaded cars from connecting lines (which the 
rules of the Company by which they are employed do 
not require to be sealed) need not attach seals provid- 
ing those of connecting lines are found on car and in 
good order in every respect. Otherwise it is good 
practice to attach the Company's seal and notify the 
proper agent of the connecting line in writing. Where 
foreign, seals are intact they are usually treated the 
same as if they were the Company's seals with the 
exception that any initials or other peculiarities should 
be observed and recorded in addition to the numbers 
shown. 

Examining Seals. Conductors should carefully ex- 
amine seals before leaving their trains at end of run, 
when cars are set out en route and at all points where 
their train remains a sufficient time to permit an ex- 
amination and they should ascertain whether the seals 
have been broken and in case any are found to have 
been broken the facts should be noted in the train 
book and if it cannot be accounted for by the con- 
ductor, an immediate report should be made to the 
train dispatcher, superintendent or other official. 

Responsibility of Conductors. Conductors are 
deemed responsible for all freight in their charge. 
They are expected to see to the loading and unloading 
of way freight and to note that all freight billed that is 
loaded or unloaded by them as the case may be and 
also required to see that all way-bills are properly 
checked and that no discrepancy or damage which they 
may discover to any property whether loaded or un- 



232 STATION AND TRAIN WORK 

loaded by them or otherwise, is noted on the way-bill. 
They are required to cause the marks and contents of 
the packages to be called out as they are taken from the 
car. When they find freight in a car for which they 
have no freight-bill they should unload it at the sta- 
tion marked on package, if they discover it in time, 
otherwise they should unload it at the next regular 
station, and call the attention of the agent at that sta- 
tion to the package. Agents are expected to tally 
freight as it is unloaded from cars and advise the con- 
ductor at the time of unloading of any "short," "over" 
or "damaged freight." 

Delivering Freight at Stations. When unloading 
way freight at stations, conductors are usually ex- 
pected to place it in the ware-house or such other 
place as the agent may designate. 

Care in Handling Freight. Conductors ought to see 
that trainmen are careful in handling freight. 

Work Trains Carrying Laborers. Cars in which 
workmen are riding ought never to be pushed in front 
of an engine. They should be handled at the rear end 
of a train following the engine regardless of the direc- 
tion in which the engine may be moving. 

Perishable Property. Cars containing perishable 
property should have precedent over other freight and 
ought never to be left at any station short of its des- 
tination unless for repairs. If repairs cannot be made 
tination unless for repairs. If repairs cannot be made 
within twelve hours, attention ought to be called to 
the fact and instructions obtained. 

Property Wrecked. In case property is wrecked in 
transit, but is afterward forwarded to its destination, 
the original way-bill should accompany it, bearing 
notation therein, showing where damage occurred. 



STATION AND TRAIN WORK ^ZZ 

When property is not forwarded to its original desti- 
nation, the way-bill should be turned over to the super- 
intendent or other proper official in charge of clearing 
up the wreck. 

Disabled Cars. When a car disabled is left at a sta- 
tion at which there is no agent, or is left at such station 
for any other cause the conductor should deliver the 
bill to the agent at the next regular station, and en- 
dorse on way-bill when, where, and why the car was 
left, and report the same to the train dispatcher or 
other proper official. The same action should be taken 
by the conductor in case he leaves a disabled car at a 
regular station except that way-bills may be delivered 
to the agent at the station where the car is left. When 
it becomes necessary to transfer freight from one car to 
another, while en route, the fact- should be noted on 
the way-bill and the numbers and initials of the cars 
into which the property was transferred, together with 
the date and station where the transfer was made, 
should be shown thereon. The goods should be care- 
fully checked from the way-bill and the condition of 
same at time of such transfer noted thereon at the 
same time, and a record of the transaction made in the 
conductor's train book. 

Leaving Cars on Sidings. Cars should not be left 
on sidings unless by authority of a train dispatcher. 

Station Grounds and Sidings. Station and track em- 
ployees should see that material stored along the track 
and at stations is neatly piled and that the "right-of- 
way" and station grounds are kept in an orderly condi- 
tion, the material should not be piled within six feet of 
the nearest rail of any main track, siding or yard track. 

Duties of Agents, Operators and Watchmen, Sta- 



234 STATION AND TRAIN WORK 

tion agents, telegraph operators and watchmen, should 
immediately report to the superintendent or other offi- 
cial any severe rainstorm, high wind, or sudden rise of 
streams in their vicinity and in case of emergency 
should see that the section foreman and his men are 
on hand to protect the track from damage. They 
should see that cars have not been moved by the wind 
so as to endanger the passage of trains, and in such 
circumstances should remain on duty unless excused. 
If for any cause the superintendent's office cannot be 
reached by wire, the road-master should be notified, if 
possible, and all trains in the vicinity of the storm 
should be provided with notices. 

Caution During Storms, Etc. When overtaken be- 
tween stations by severe storms or indications of high 
water which threaten danger, conductors and engine- 
men should proceed with the utmost caution, keeping 
the train under complete control, and proceeding at a 
speed which will permit it to be stopped any time to 
prevent accident. They ought always to examine 
bridges and culverts or other places liable to be dam- 
aged by high water, and if they find any indications of 
danger should, on arrival at the first telegraph station 
notify the agent or operator and report the fact by wire 
to the superintendent, asking if necessary for instruc- 
tions and ought not to proceed until instructions have 
been received. 

Caution. Trains running upon or near the "time of 
a train" in the same direction, scheduled to carry pas- 
sengers should exercise extreme caution in approach- 
ing or passing through stations where such trains are 
scheduled to stop, expecting to find persons crossing 
the tracks. 



TRAIN-MEN HANDLING. BRAKES. 

When making up trains always begin at the rear 
end of train; closing angle cocks and hanging the 
hose properly in the dummies at rear end of last car; 
coupling hose and opening all angle cocks wide open 
and seeing that brakes are cut in until arriving at 
the engine; after coupling hose between tender and 
train, always open the angle cocks on the tender 
first. In coupling to cars after cutting crossings, 
always open the angle cock nearest the engine first. 

Always give the engineer time to charge the train 
pipe and auxiliaries before signalling to test brakes ; • 
always give the signal to apply them from the front 
end of first car and signal to release from rear end of 
last car, examining on your return to the front end to 
see that all brakes are off. 

If any defect is discovered it must be remedied and 
the brakes tested again — the operation being repeated 
until it is ascertained that everything is right. The 
conductor and engineer must then be notified that the 
brakes are all right. This examination must be made 
every time any change is made in the make-up of the 
train. Read Rule for Testing Brakes. At points where 
there are no inspectors, trainmen must carry out these 
instructions. No passenger train must be started out 
from an inspection point with the brakes upon any car 
out or in a defective condition without special orders 
from the proper officers. In freight trains, when hand 

2 35 



236 STATION AND TRAIN WORK 

brakes are used in conjunction with the air brake, 
they must be applied upon those cars next behind the 
air braked cars. 

DETACHING ENGINE OR CARS. 
First close the cocks in the train pipes at the point 
of separation, and then part the couplings, always by 
hand. If the brakes have been applied do not close 
the cocks until the engineer has released the brakes 
upon the whole train. 

COUPLINGS FROZEN. 
If the couplings are found to be frozen together of 
covered with an accumulation of ice, the ice must first 
be removed and then the couplings thawed out by a 
torch to prevent injury to the gaskets. 

TRAIN BREAKING INTO TWO OR MORE 
PARTS. 

First close the cock in the train pipe at the rear of 
the first section and signal the engineer to release 
the brakes. Having coupled to the second section, 
observe the rule for making up trains — first being 
sure that the cock in the train pipe at the rear of the 
second section has been closed, if the train has broken 
into more than two sections. When the engineer has 
released the brakes on the second section the same 
method must be employed with reference to the third 
section, and so on. When the train has been once 
more entirely united the brakes must be inspected on 
each car to see that each is released before proceeding. 

CUTTING OUT THE BRAKE ON A CAR. 
If, through any defect of the brake apparatus while 
on the road, it becomes necessary to cut out the brake 



STATION AND TRAIN WORK 2 37 

upon any car, it may be done by closing the cock in 
the cross-over pipe near the center of the car where 
the quick acting brake is used, or by turning the handle 
of the cock in the triple valve to a position midway 
between a horizontal and vertical where the plain 
automatic brake is used. When the brake has been 
thus cut out, the cock in the auxiliary reservoir must 
be opened and left open upon passenger cars, or held 
open until all the air has escaped from the reservoir 
upon freight cars. The brake must never be cut out 
upon any car unless the apparatus is defective, and 
when it is necessary to cut out a brake the conductor 
must notify the engineer and also send in a report 
stating the reasons for so doing. 

CONDUCTOR'S VALVE. 

Should it become necessary to apply the brakes 
from the train, it may be done by opening the con- 
ductor's valve, placed in each passenger equipment 
car. The valve must be held open until the train 
comes to a full stop, and then must be closed again. 

This method of stopping the train must not be used 
except in case of absolute emergency. 

BURST HOSE. 
In the event of the bursting of a brake hose, it 
must be replaced and the brakes tested before pro- 
ceeding, provided the train be in a safe place. If it 
is not, the train pipe cock immediately in front of 
the burst hose must be closed, and the engineer sig- 
naled to release. All the brakes to the rear of the 
burst hose must then be released by hand, and the 
train must then proceed to a safe place where the 



238 STATION AND TRAIN WORK 

burst hose must be replaced and the brakes again 
connected and tested as in making up a train. 

BRAKES NOT IN USE. 
When the air brakes are not in use, either upon the 
road or in switching, the hose must be kept coupled 
between the cars or properly hung up in the dummies. 

RETAINING VALVE. 

The retaining valve is used for keeping brakes 
partially set on trains on heavy down grades equal 
to good hand brakes, controlling the speed of the 
train while auxiliaries are being recharged, and for 
no other purpose. 

At top of grades designated by special rules, the 
trainmen will turn the handles horizontal on as many 
valves as will be required to control the train, and at 
the foot of the grade will turn the handle downward 
again. This valve must be tested before leaving 
terminals at same time brakes are tested. 

TRAIN AIR SIGNAL. 

In making up trains, all couplings and car discharge 
valves on the cars must be examined to see if they are 
tight. Should the car discharge valve upon any car be 
found to be defective while on the road, it may be cut 
out of use upon that car by closing the cock in the 
branch pipe leading to the valve. The conductor must 
always be immediately notified when the signal has 
been cut out upon any car, and he must report the 
same for repairs. 

In using the signal, pull directly down upon the 
cord during one full second, for each intended blast 
of the signal whistle, and allow two seconds to elapse 
between the pulls. 



STATION AND TRAIN WORK 2 39 

REPORTING DEFECTS TO INSPECTORS. 
Any defects in- either the air brake or air signal ap- 
paratus discovered upon the road must be reported to 
tne inspector at the end of the run ; or, if the defect 
be a serious one in passenger service, it must be re- 
ported to the nearest inspector, and it must be rem- 
edied before the car is again placed in service. 

STARTING TRAINS. 

When ready to start, the starting signal must be 
given to the engineer by the air signal whistle. Trains 
equipped with the air signal must not be started by 
hand or lantern signal when air signal is in working 
order. 

The division time card or special rules of different 
companies specify the smallest proportion of freight 
cars, with the air brakes in. good condition, which may 
be used in operating the train as an air brake train. 

THE AIR BRAKE ASSOCIATION'S QUESTIONS 
AND ANSWERS FOR TRAINMEN. 

Question. — How should the conductor's valve be 
operated when necessary? 

Answer. — It should be pulled wide open and held 
open until the train stops, and then before leaving it, 
the valve should be closed. 

Question. — Why is it necessary to hold the con- 
ductor's valve open until the train is stopped? 

Answer. — Because if it is closed and the engineer 
has not placed the brake valve on lap position, the 
brakes will release. 

Question. — What does this valve do when it is 
opened? 



240" STATION AND TRAIN WORK 

Answer. — It simply makes an opening from the train 
pipe to the atmosphere, very much the same as would 
be done if an angle cock is opened, or a hose coupling 
parted. 

Question. — Can brakes be released by the con- 
ductor's valve? 

Answer. — No ; it must be remembered that to re- 
lease brakes it is necessary to either put air into the 
train pipe or take it out of the auxiliary reservoirs. 
The conductor's valve will not do either of these. 

BURSTED HOSE AND BROKEN TRAIN PIPES. 

Question. — Should the brakes apply suddenly, with- 
out the aid of the engineer or train crew, what should 
be looked for? 

Answer. — Either a bursted hose or the train parted. 

Question. — In the event of a bursted hose on a 
passenger train, and there was no extra hose in the 
supply box, what could be done? 

Answer, — Remove the hose from the rear end of the 
last car and use it. 

Question.— Should the cross-over pipe be broken, is 
it necessary to shift this car to the rear of the train? 

Answer. — No ; if the break is between the stop cock 
and the triple valve, the stop cock should be closed and 
the release valve opened. If the pipe is broken between 
the stop cock and the main train pipe, it may be 
plugged. 

Question.— In passenger service, if the train pipe 
should burst or be broken, should the car be shifted to 
the rear of the train ? 

Answer,— Not necessarily ; a section of freight hose 
can be telescoped over the broken pipe and wrapped 



STATION AND TRAIN WORK 241 

with a cord. Again, air may be made to pass to the 
rear through the signal pipe on the disabled car by the 
use of combination signal and train pipe couplings, 
which will allow of the signal pipe of the disabled car 
being attached to the train pipe of its adjoining cars. 
It is the general practice, however, to switch such cars 
to the rear on account of the lack of the material to 
make the changes mentioned. 

Question. — When such a car is put on the rear end 
of a passenger train, what precautions should be taken? 

Answer. — The hose should be coupled between it 
and the car ahead of it, and the angle cock opened on 
the car ahead, but the angle cock on the disabled car 
closed. This keeps air pressure in the hose couplings, 
and if the train should part there, the brakes would 
apply on the head section. It is also good practice to 
have a man remain on the disabled car all the time if 
practicable. 

BREAK-IN-TWOS. 

Question. — In case of a train parting between air- 
bfaked cars on the head end, the train being partially 
equipped, say 5 air-braked and 25 non-air braked cars, 
what should the engineer do? 

Answer. — Close the engine throttle immediately and 
place the brake valve handle on lap position. 

Question. — Why not try to pull away from the rear 
end of the train? 

Answer. — He could not get away a safe distance, 
and a short distance would only increase the violence 
of running together. By shutting off steam immedi- 
ately the distance of separation would be short and the 
shock of running together would be proportionately 



242 STATION AND TRAIN WORK 

slight, both sections of the train being in motion at the 
time. 

Question. — Upon coupling up after parting a train 
of air-braked cars, should the rear brakes refuse to re- 
lease in any number, would it be advisable to "bleed" 
them off? 

Answer. — No; by so doing we have no assurance 
that the engine is cut in to the rear end of the train. 
They should in all cases be released by the engineer. 
Question. — What should he do to release them? 
Answer. — Place the brake valve handle on lap posi- 
tion and secure excess pressure. By throwing this 
into the train pipe quickly it should release them if 
they are all cut in. 

Question. — Why is it not advisable to pump brakes 
off? 

Answer. — Because the train pipe pressure would be 
raised so slowly it might cause brakes to stick on the 
rear end of the train. 

Question. — Is it necessary to make a test of the 
brakes after the train has been parted? 

Answer. — Yes ; in all cases, to ascertain if the train 
pipe is open throughout the train. 

USE OF HAND BRAKES. 
Question. — In assisting the engineer with hand 
brakes, where the train is only partially equipped with 
air brakes, where should the hand brakes be set? 

Answer. — Immediately behind the air-braked cars. 
Question. — Why not near the rear end of the train? 
Answer. — Because of the liability of breaking in two 
if the engineer releases when going slowly 

Question. — Do the hand brakes work in unison with 
the air brake on passenger equipment cars? 



STATION AND TRAIN WORK 243 

Answer. — Not on all cars, although it is now becom- 
ing the general practice to have them do so. 

Question. — In setting off cars what should be done? 

Answer. — The stop cocks, or angle cocks, should be 
closed first and the hose parted by hand and hung up 
properly, the car set on the side track, the air brake 
released if applied, and the hand brake set before leav- 
ing it. 

Question. — Why not set the hand brake before re- 
leasing the air brake? 

Answer. — On some cars it would be set too tight 
and be liable to break the chain when the pressure on 
the piston of the brake cylinder was released ; on 
others it would not be set at all. 

Question. — Where cars are to be left alone for any 
length of time on a grade and have the air brakes ap- 
plied, what should be done? 

Answer. — The air brakes should be released and 
hand brakes set. 

BLEEDING OFF BRAKES. 

Question. — In cutting out a brake, why is it neces- 
saary to always bleed the auxiliary reservoir? 

Answer. — This is to insure that the brake will not 
' creep on and give trouble, which it might do if leakage 
exists around the triple valve or branch pipe. 

Question. — What is the proper way to release a 
brake with the release valve? 

Answer. — The release valve should be held open 
only until the air commences to escape from the triple 
valve. It should then be closed, as, if it is held open 
longer, it has a tendency to set the other brakes. 

Question. — In picking up cars, if they are found cut 



244 STATION AND TRAIN WORK 

out, is it an assurance that the brakes are in bad order 
on those cars? 

Answer. — No; they should be cut in and tested, un-^ 
less it is plainly seen that they are in bad order. 

Question. — When is it permissible to cut out cars ? 

Answer. — Only when they are. in such condition as 
to render it impossible to operate them. 

Question. — Are small leaks sufficient cause for cut- 
ting out cars? 

Answer. — No ; only when they are of such size that 
the air pump cannot supply them. 

Question. — Which is preferable, a few cars cut in 
and working at full pressure, or all cars cut in and 
operated at a comparatively low pressure? 

Answer. — All cars at a lower pressure. The train 
will brake smoother, and in a case of a break-in-two 
there would be less likelihood of damage. 

Question. — If the train line leaks, would it be best 
to cut out cars? . ■ 

Answer. — No ; fix the leak and keep all cars cut in. 

Question. — If there are numerous small leaks 
throughout the train, and combined they make suf- 
ficient leakage to prevent the pump from making the 
required amount of air pressure, which cars should, 
be cut out .first? 

Answer. — The worst leaks ; if that is not sufficient or 
all leaks about the same size, then the poorest brakes, 
not more than three or four consecutive cars being cut 
out, however. If possible, the cut out cars should be 
distributed throughout the train. 



RULES FOR GIVING FIRST AID TO THE IN- 
JURED. 

When an accident happens there is usually not much 
time to decide what is best to be done. Help, to be ef- 
fectual, must be prompt, and often delay implies farther 
injury or loss of life. 

It is well to fix in the mind a few general principles 
of treatment in the more common accidents. When the 
emergency arises these are recalled instinctively and 
form the basis of action. The means by which they are 
to be carried into effect follow naturally and the neces- 
sity is met. 

Shock. 

A person who has sustained a railroad or machinery 
accident, a bad burn, or even a sudden fright, is liable 
to suffer from shock. He lies breathing feebly, the face 
pale, pinched and anxious, the pulse feeble and often ab- 
sent at the wrist, the skin is cold and there may be shiv- 
ering. In most cases reaction will take place in a few 
hours ; in others no reaction takes place, and the person 
dies. 

A great deal may be done to relieve a person suffering 
from shock. If there is severe bleeding it must be 
stopped, but no attempt to do more than this to the injury 
should be made until after attending to the shock. 

Place the patient in a horizontal position, the head 
slightly raised ; give a teaspoonful of whiskey or other 
alcohlic liquor in a tablespoonful of hot water every 

245 



246 STATION AND TRAIN WORK 

ten minutes until five or six doses have been taken. 
Wring out flannels in hot water and lay them on the chest 
and abdomen, then cover the patient with a blanket to 
keep in the heat. To warm and stimulate the patient in 
every way is the object of the treatment. 

If the injury is to the head follow out the above treat- 
ment as regards warmth, but do not give any alcoholic 
stimulant. 

Crushed Limbs. 

If a foot, or hand, or any other part is crushed, any 
displaced tissue is to be put back and the injured member 
made to assume as nearly as possible its original shape, 
by carefully molding it with the hands, without using 
much force or causing much pain. 

Then, unless bleeding is profuse, when cold cloths 
must be used, wrap the part in cloths dipped in warm 
water, and cover the whole up warmly with cotton wool 
or a blanket. If a long bone is fractured in a crusJied 
wound, a splint may be applied before moving the pa- 
tient. 

. In all such wounds be careful to watch for symptoms 
of shock, as they require as careful attention as the 
wound itself. 

Broken Limbs. 

A broken bone need not be set immediately. This 
knowledge saves much unnecessary anxiety when the 
doctor cannot be procured at once. 

The parts must be put in as comfortable a position as 
possible and most nearly corresponding to the natural 
one. It is necessary to give support above and below the 
break. 

Handle the injured part very carefully not to force the 
rough ends of bone through the skin. 



STATION AND TRAIN WORK 247 

Improvise splints of some kind — two strips of wood, 
a couple of stout book covers, or pieces of pasteboard. 
Place one on each side when it is a limb that is injured, 
and bind them in place with handkerchiefs. A long pil- 
low firmly tied will answer the purpose, or in case of in- 
jury to a leg it may be fastened to its fellow if nothing 
better can be done, remembering to tie it above and be- 
low the injury. 

Broken bones are easily recognized by the grating of 
the ends on each other, by the unusual bending of the 
limb, and by the pain caused by motion at this point. A 
fracture is called compound when the end of the bone 
protrudes through the skin. Whenever such protrusion 
is seen the part should be cleansed and at once covered 
with adhesive plaster or a piece of linen saturated with 
white of an egg. All fractures should be attended to by 
a surgeon ; ; consequently the dressings suggested here 
are only temporary, and intended to protect the parts 
from further injury. 

In fracture of the arm above the elbow, bandage the 
upper arm to the side of the chest, and place the hand in 
a sling. 

In fracture of the arm below the elbow, bend the arm 
at the elbow at a right angle, place the thumb upper- 
most, and bandage the limb between two padded splints, 
reaching from elbow to ends of the fingers, one being 
placed on the back of the arm and the other on the front, 
and place the hand in a sling. 

In fracture of the leg below the knee, extend the leg 
beside the sound one, giving it the same position, place 
a pillow beneath from the knee down, fold the sides 
of the pillow over the leg, and secure it in that position 
by bandages. 



248 STATION AND TRAIN WORK 

In fracture of the thigh bone, place the patient on the 
back in bed, relax the muscles of the leg by drawing the 
feet up toward the body sufficiently, bind splints to the 
outer and inner side of the broken thigh, then bind both 
legs together, and turn patient on the side with the in- 
jured limb uppermost. 

In fracture of the knee-cap bind the whole limb to a 
splint on the back of it, being careful to place a suffi- 
ciently large pad beneath the bend of the knee. 

In fracture of the collar bone, place the patient on his 
back on a hard bed without any pillow. 

In fracture of the lower jaw, close the mouth and 
bandage so as to keep the two rows of teeth together. 

In fracture of the skull, lay the patient down and ap- 
ply cold, wet cloths to the head. 

When the shoulder bone is broken place the arm on 
the injured side across the chest, the hand touching the 
opposite shoulder, and fasten it in place by passing a 
broad bandage around the body. 

In fracture of the ribs pin a towel around the body 
until the doctor comes. 

In other fractures, place the patient in the most com- 
fortable position possible, keep him quiet and apply 'cold 
water to prevent swelling. 

In a dislocation the bone is forced out of its socket at 
the joint. There is more or less deformity, and it is 
difficult to move the limb. The last point helps to dis- 
tinguish it from a fracture. Time is of importance, as 
the swelling which supervenes increases the difficulty of 
reducing it or returning the bone to its proper place. 
Hot applications may be made if the surgeon cannot be 
had immediately. 

A sprain occurs when a joint is twisted but not dislo- 



STATION AND TRAIN WORK 249 

cated. The ligaments which hold the bones together 
are stretched and sometimes torn. Immersing the part 
in very hot water for a time, and then keeping it sur- 
rounded with hot water bags, usually gives relief. The 
joint should be firmly, but not too tightly, bandaged 
from the fingers to toes upward. After a time gentle 
rubbing is useful. 

Transportation of the Injured. 
Make a soft and even bed for the injured part, and if 
possible obtain a stretcher, a door, shutter, settee or 
some firm support ; lift steadily and don't keep step. 

Bruises. 
Lay over the bruise a cloth saturated with hot water, 
or with half water and half alcohol, or Pond's Extract, 
or any household remedy that contains alcohol. 

Wounds or Cuts. 

If the wound opens a vein the blood flows evenly and 
steadily and is dark red or purple. If an artery is di- 
vided the blood flows in jets or in an interrupted stream 
and is bright red. Owing to the fact that as a rule the 
arteries and veins run side by side, it generally happens 
that when an artery is divided a vein is also opened. The 
blood from the two vessels becoming mixed makes it 
impossible to determine whether both vessels have been 
opened or only an artery or a vein. For this reason it 
is better to learn the methods of controlling bleeding 
that will answer for every case. 

Stop the hemorrhage by means of pressure, position, 
heat or cold, and, if necessary, styptics. 

When a large vein or an artery has been severed it is 
sometimes a difficult matter to stop the flow of blood. 
If the cut is on a limb tie a hard knot in a towel, place 



250 STATION AND TRAIN WORK 

the knot inside the arm or leg as high as possible and 
twist the towel firmly round the limb. A stick can be 
thrust through it and used as a handle to twist by if nec- 
esary. This is called a tourniquet. This stops the cir- 
culation and cuts off the supply of blood. It should not 
be kept up more than one hour on the arm and rather 
longer on the leg. 

Ice, or very hot water applied with a sponge, or cloth, 
will check the bleeding when it comes from a number of 
small points. 

When possible the wounded part should be raised so 
the blood will flow away from it toward the heart. 

Binding a bunch of cobwebs or a handful of flour on 
the wound, or bathing it in strong vinegar is sometimes 
effectual. 

Bleeding stops from the blood coagulating or clotting. 
All our efforts should be directed toward helping it to 
accomplish this by every available means. 

If the blood is bright and comes in jets, apply firm 
pressure upon the artery above the cut, nearer the heart. 
If bleeding is from the Jeg, the artery in the groin must be 
compressed very forcibly with three fingers, aided by 
the weight of the body. 

If the blood comes in a steady stream, apply pressure 
just below the cut. 

If ignorant of the location of vessels, press with the 
fingers or a wad of cloth directly into the wound. 

After the bleeding is controlled, improvise a tourni- 
quet as above directed, excepting for the artery in the 
groin. 

For a slight cut let the blood flow for half a minute ; 
then dip in cold water, or apply ice. Draw the edges to- 
gether with sticking plaster, or unglazed paper. Paint 



STATION AND TRAIN WORK 251 

collodion over the paper. Bandage if necessary, and 
keep the part quiet and not dependent for a few days. 
Burns and Scalds. 

The pain from slight burns is very great. An excel- 
lent application is a thick paste of common baking soda 
moistened with water, spread on a piece of linen or cot- 
ton, and bound on the part. This can be kept wet by 
squeezing' water on it from a sponge or cloth until the 
smarting is soothed. 

A thick coating of starch can be used instead of the 
soda, or wheat flour if nothing better can be had, but 
neither should be applied if the skin is broken. In this case 
it is better to use vaseline, olive or linseed oil. The doctor 
will apply some preparation containing carbolic acid. 

If the air can be effectually excluded from a burn the 
pain is relieved. 

Blisters should be pricked and the fluid absorbed with 
a soft cloth before applying a dressing. 

If the clothing adheres to the skin the loose part should 
be cut away and the patches of material soaked off with 
oil or warm water. 

When the injury is extensive the sufferer will be pros- 
trated and may die from the shock. Heat should be ap- 
plied to the extremities and over the heart, and hot drinks 
given until the. doctor comes. 

In burns from a strong acid the part should be covered 
with dry baking soda or lime, as the alkali will neutral- 
ize the acid. No water should be used, but a dressing 
of cosmoline or oil applied after the alkali has been 
brushed off. 

When the burn has been caused by an alkali an acid 
must be used. A person recovering from the effects of 
a burn requires very nourishing food. 



252 STATION AND TRAIN WORK 

Electric Shock Accidents 
are liable to -occur now that electric machinery is being 
introduced in many shops. In cases where a man has 
received a serious shock and life appears to be extinct, 
efforts similar to those employed in cases of drowning 
should be made to restore animation. 

Lay the patient on his back in the open air. Remove 
his neck-cloth and unfasten his shirt. Make a roll of 
clothes, or anything at hand, and place it under his shoul- 
ders so as to support the spine and allow the head to fall 
downwards and backwards. Open his mouth, and tak- 
ing hold of the front part of the tongue with your lingers 
— either bare or covered by a handkerchief — very slowly 
draw the tongue forward and as gently let it go back 
again 16 times to a minute. Be sure that the root of the 
tongue is acted upon and drawn forward. Continue this 
action until signs of re-animation are observable, which 
should be the case in from ten to twenty minutes. The 
motion thus imparted to the tongue should be regular 
and rythmical in both its tractions and relaxations. 

Another treatment is as follows: Kneel behind the 
patient and grasp the elbows and draw them over his 
head so as to bring them together above it, and hold them 
so for some two seconds. Then carry them down to the 
sides and front of the chest, firmly compressing it. Af- 
ter two seconds repeat the action and continue it at the 
rate of 16 times per minute. This action expands the 
chest walls, causes air to rush into the lungs and finally 
expels it. The action must be regular and persisted in 
until respiration has become normal. It is possible that 
this may not be assured in less than an hour. If an as- 
sistant is at hand both systems may be employed, one 
man working the arms, the other the tongue, and both 
operating in unison. 



APPENDICES 



CLEARANCE CARDS 

AND 

OTHER BLANKS 



253 



RECEIPT GIVEN TO PASSENGERS FOR CASH 
FARES PAID TO CONDUCTORS 



h 

fr"C/3 

go 

£&« c 
2 £5 



u 



2 



NOTE 



120 



Passengers who pay fare on the train 
instead of purchasing tickets will* receive 
this receipt from Condnctore. which is good 
for TWENTY-FIVE CENTS, and will be re- 
deemed at any ticket office of the Company. 







Gen'lTkt. Agent. 


H 


p- 


-*dCO •* »0 O t^> 00 CJ O 


o 

s 


:- 


h.w Wrc' io « r» » oj o 



» h « eo.^ w o i> »■ o o 






RECORD TO BE DETACHED BY THE CONDUCTOR 
AND SENT TO THE TICKET AUDITOR. 



RECORD OP CASH FARE COLLECTED 
BY CONDUCTOR. 



Train No.- 
Date 



-189- 



From . 
To — 



Amount 



-Conductor. 



RECORD TO BE RETAINED BY THE CONDUCTOR. 



CONDUCTOR'S RECORD. 



From 
To 



.189 $- 



Notb.— >When a passenger pays fare on a train he is charged eajr 
twenty five cents extra. The total amount paid is entered on the above 
receipt by the conductor (by cancellation of the proper amount.) and 
is then given to the passenger. Upon lis presentation at any office of 
the company, the agent refunds the amount and remits this receipt to 
headqnsrters in lieu of cash. 

N. B.— There are eevera) other forms used by conductors in giving 
receipts. 

254 



RETURN OF CASH FARES COLLECTED. 



PTOCTT 

BZfiE. 



I hereby certify that the. following is a true statement of 
all money collected by me on the trips designated hereon, and 
that the rates:, extensions and footings as stated are correct. 

Conductor. 

STATEMENT OF AMOUNT COLLECTED. 



From 



To 



No. 



Pares ^ ate - Amount. Remarks. 



Statement op 

Receipts Issued 

Tor Fares Collected.* 


CoLQmen 1 g No. 


Cloeiug No. 
(Lowest No. on band.) 


-a 

No. Issuea 


Amount Collected North or West, 


Dollars. 


Cents. 


Amount Collected South or East, 








Tot 


al, 







Train run between 

No Going North or West 

No Going South or East. 



and- 



-189 — 
-189— 



Note.— If no fares are collected, a blank form muut be returned, 
*KC.ept in the case of freight conductors. 



J 



> 

5 



« 8 



w 
w 

CO 

w 
u 
iz 
<: 

CO 

8 

.D 

Q 















CO 


«ft 


<A 


~-i" 




■a 
a 
2 


I 












4 


tft 




V 






s I'- 
ll 














s a 


R?S 


&* 






!§• 


a| 


3* 






ce of last moi 

enco to my cr 
received, 


V 


. 






'8' 
| 




5$ o> 


§ 






a *->+> 


•15 « . 


i* 






1 «§S 


Ill 


tf 
^ 






►» >» 


£» 


£ 






m cq 


«* 


* 



















«ft 


6ft 


. *» 








' 




CO 





§ 

a 

< 










■8 * 


3*. 




m 




.Sa- 
go 


"2 6 - = * ■ 




si 

e s 


E** 


«p 




oE 






+, 1 


C © 






"£ m 


•S"* 


s 






2 « .. 


Si v 

8 * w 


"3-1» 






1 1 


Qd 






s 

<5 




e& 


^ 5| 








3 8« 
8 g2 






«*8 : r z ; 


1 


Balan 

Differ 
ment 


§ ft s 

l9.a 








55 






O 6 


t «a 


OS 4) 






H 


H 


h 


Qtt 







STATION AND TRAIN WORK 257 

Standard Train Order Blank for 19. Order. 



19 



19 



asa COMPANY. 

TRAIN ORDER No.. K 

March 27 /9 02 



To 



At 



..Opr.; 



Conductor and Englneman must each have a copy of this order. 



Made complete i ime^ 2 ie p *t. Black Opr. 



258 STATION AND TRAIN WORK 

Standard Train Order Blank for 31 Order. 



FORM 

31 










c 




FORM 

31 




(NAME.) 


QMPANY. 


TRAIN ORDER No. ». 


March 21 19 0* 


To 


At 


X (initials.) Qpr.; 


}$AM 






» 


Conductor and Engineman must each have a copy of this order. 


Repeated at 220 a HI. 


Conductor 


Engineman 


Train 


Made 


Time 


Opr. 


Jones 


Brown 


45 


Compete 


2 20a.m. 


Black 
















(Omit 












this column 












where 












Engineman 












is not 












required 












to sign.) 











STATION AND TRAIN WORK 259 



Form 629. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'YGO. 



CROSS-OVER PERMIT. 

Block Station 190 

To Conductor and Engineman Train No 

I have complied with the Rules, You may 

use bound track at 

by protecting your train as provided in the Gen~ 
eral Rules. 

Signalman. 

This permit does not relieve the train crew from any respon- 
sibility in connection with the Time-Table or Rules and Regu- 
lations. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 

TRAIN ORDER NO. 1.9... 

To ) 

_ , . At Station. 

::::::::::::::: \ 

Nov. 27, 1902. 
X .INITIALS Qpr. 1.45 M 



260 



STATION AND TRAIN WORK 



fjf^r.^^™. -™* 

Chief Train Dipatoher. 



Repeated at, ...2.30 A M. 



Conductor 


Train 


Made 


Time 


Dispr. 


Opr. 


13 JONES 


45 


O. K. 


2.20 AM 


ABC 


BLACK 


13 










13 












13 












13 













13 




— 






13 









Conductor and Engineman must each have a copy of this order. 

Train ahead left at 12.30 A.M.. 






STATION AND TRAIN WORK 261 



Form 547. 

CHICAGO, ST. PAUL, MINNEAPOLIS & OMAHA R'Y CO. 



CLEARANCE. 

There are NO ORDERS 

at Station 

for Train No. due at said station at M. 

190 ^ 

Stop signal is displayed for 

Last train ahead, No left here at M. 

Remarks 

This does not interfere with or countermand any orders jeu may have received. 

Time issued M. 

Signed Operator. 

Note.— Should any train have orders not to pass any station 
"without orders," the reception of this blank does not release 
it, but in such cases regular orders must be obtained. 

In case "stop signal" is not displayed, operators will write "not 
displayed" after the words "Stop signal is displayed for ." 

Operators are required to fill in blank in duplicate for 
trains for which they have no orders. Fill in exact time clear- 
ance is given. 

Conductor must see that the number of his train is entered ui 
above form correctly. 



262 



STATION AND TRAIN WORK 



























3 


H 


(/> 


— 


c 


=r 


OQ 


ar 





t/> 


3 


U) 




Q_ 


w_ 


< 




O 






p 


CD 


c/> 




3 



CD 



CD 

i 



if 03. 

3' 

CD 

3 



CD 





Q 

r > 

'* w 

t) 



<o 



o 



INDEX— PART I. 



Employees at stations, their qualifications and duties 9 

Messenger boy 9 

Telegraph operator 10 

Freight office messenger boy and clerk 12 

Cashier 14 

Chief clerk 15 

Freight agent 16 

General rules covering the management of railway 

stations 21 

The agent 21 

Authority of agents 21 

Authority at large stations 21 

The yardmaster 22 

At smaller stations 22 

Absence from duty 22 

Classification of station business 22 

Tariffs in force 22 

Conducting correspondence 22 

Routing 2$ 

Freight forwarded ■ 23 

Shipping bill 23 

Way-bills 24 

Way-bills, how made 24 

Copies of way-bills 24 

i 



ii INDEX 

Freight received 26 

Notifying consignee 26 

Refusing to accept freight 26 

Owner's risk 26 

Refusal by shipper to sign releases 27 

Perishable property 27 

Transferring freight to other cars 28 

"Mem." bills 29 

"Over," "Short" and "Damaged" reports 29 

Over-charge, loss or damage 30 

Passenger or ticket department 30 

Classification of tickets 31 

Coupon or interline tickets 31 

Dating tickets 31 

Writing on tickets 32 

Supplies 32 

Arrangement of ticket cases 32 

Responsibility of agents for tickets 33 

Baggage department 33 

Baggage 33 

Baggage, how packed 33 

Examining baggage before checking 34 

Transferring baggage at junctions 34 

Baggage destined to stations without agents ... 34 

Baggage "Over" and "Short" 35 

Monthly reports of baggage 35 

Unclaimed baggage reports 35 

Responsibility for baggage 35 

Passenger conductor 40 

Freight conductor 43 

Standard code train rules 46 

General rules 46 

Definitions 47 



INDEX iii 

Rules for single track 49 

Time tables 50 

Signal rules 52 

Visible signals . . .52 

Hand, flag and lamp signals 53 

Audible signals 53 

Air-whistle or bell-cord signals 54 

Train signals 55 

Use of signals . . . . 56 

Superiority of trains 57 

Movement of trains 57 

Rules for movement by train orders 62 

Forms of train orders 70 

Rules for double track 79 

Time tables 80 

Signal rules 80 

Train signals 81 

Use of signals 81 

Superiority of signals 81 

Movement of trains 82 

Rules for movement by train order 84 

Trainmen's examination 90 

General rules 90 

Rules for single track 92 

Signal rules 97 

Visible signals 97 

Hand, flag and lamp signals 99 

. Audible signals 103 

Air- whistle or bell-cord signals 105 

Train signals ! 106 

Use of signals 119 

Superiority of trains 120 

Movement of trains. 121 



iv INDEX 

Rules for movement by train order 131 

Forms of train orders 141 

Rulings of the American Railway Association 154 

Rights of trains in yard limits 155 

Yard engines 155 

Regular trains passing 1 56 

Extra trains passing 156 

New time table 1 59 

Arriving time 162 

Clearance card 163 

Pilot . 163 

Direction 163 

Color 164 

Blue signal 164 

Switch lights 164 

Superseding an order 167 

Meeting point 168 

Annulling a section 173 

Does -not supersede 174 

Work train 175 

Reverse movement 175 

Size of blank 1 76 

Standard code of the American Railway Association. 182 

Interlocking rules 182 

Signalmen 183 

Repairmen 187 

Block signal ' rules 189 

Signalmen 190 

Engine and trainmen 198 

Controlled manual block system 199 

Adjuncts 203 

Rules 201 



INDEX v 

Signalmen 202 

Engine and trainmen 208 

Automatic block system 210 

Adjuncts 211 

Rules 212 

Block signal examination 214 

General rules covering the operation of trains and 

handling of freight and passengers 219 

Trainmen handling brakes 235 

Detaching engine or cars 236 

Couplings frozen 236 

Train breaking into two or more parts .236 

Cutting out the brake on a car 236 

Conductor's valve 237 

Bursted hose 237 

Brakes not in use 238 

Retaining valve 238 

Train air signal 238 

Reporting defects to inspectors 239 

Starting trains 239 

Air Brake Association's questions and answers for 

trainmen 239 

Bursted hose and broken train pipes 240 

Break-in-twos 241 

Use of hand brakes 242 

Bleeding off brakes 243 

Rules for giving -first aid to the injured 245 

Shock 245 

Crushed limbs 246 

Broken limbs 246 

Transportation of the injured 249 



vi INDEX 

Bruises . . . 249 

Wounds or cuts 249 

Burns and scalds 251 

Electric shock accidents 252 

Clearance cards and other blanks 253 

Receipt given to passengers for cash fares paid 

to conductors 254 

Return of cash fares collected 255 

Conductors' balance, sheet 256 

Standard train order blank for 19 order 257 

Standard train order blank for 31 order 258 

Cross-over permit 259 

Clearance 261 

Clearance card 262 



TELEGRAPHY 








<^^^7^. 2m^^ 



INSTRUCTIONS FOR BEGINNERS. 

No duties devolve upon the operator which persons 
with ordinary ability cannot perform, if they give care- 
ful thought and study to the work, which is no more than 
is expected of anyone who wishes to succeed in any pro- 
fession of life. 

No business or profession can be learned in a day ; and 
telegraphy requires much careful thought and practice, 
together with untiring application. Do not expect to 
absorb telegraphy. Great results cannot be expected 
from little labor. If telegraphy is worth learning at all 
it is worth learning well. Do not aim to be as good an 
operator as some person you happen to know, but strive 
to be a little better ; then you will never be looking for a 
job, as the profession of telegraphy recognizes only 
ability. Much depends upon getting started well and lay- 
ing the proper foundation. Never leave a point or lesson 
until you have completely mastered it and have it thor- 
oughly fixed in your mind ; some elementary principles 
hurried over or neglected will debar one from making the 
progress anticipated. 

There always has been and always will be a great de- 
mand for competent operators. Success in life depends 
upon being ready when the opportunity comes. 

learners' instruments and how to connect for 
practice. 

The only instruments required for a person to begin 
the study, are the ordinary Morse Key and Sounder on 
3 



4 TELEGRAPHY 

the same base or separate, and the battery for generating 
the electricity. The dry battery will be found very satis- 
factory for working one instrument for practice. When 
the instrument is not in use the circuit should be left open 
as a dry battery soon loses its strength when left on a 
closed circuit. The circuit closer is often removed from 
the key when a dry battery is used, as this will avoid any 
chance of the circuit being left closed when the instru- 
ment is not in use. For line work the gravity battery 
will be found to give better satisfaction because the cir- 
cuit must be kept closed. The instrument arranged on 
the same base will be found to have two binding posts 
to receive the ends of the wires. To connect an instru- 
ment of this kind for practice, it should be securely 
fastened to the table at a position where it can be reached 
leaving room for the arm to rest upon the table while 
sending; small holes should be bored opposite the two 
binding posts for the wires ; connect a wire to one of 
the binding posts of the instrument and the other end to 
one pole of the battery, from the other pole of the bat- 
tery connect a wire to the other binding post of the in- 
strument. 

If two instruments of this kind are to be connected 
for line practice, connect a wire to the zinc pole of the 
first battery thence to one binding post of the first in- 
strument, from the other binding post of the first instru- 
ment to one binding post of the second' instrument, from 
the other binding post of the second instrument to the 
copper pole of the first battery ; if more than two batteries 
are to be used the batteries should be connected running 
from copper to zinc and zinc to copper, zinc should never 
be connected to zinc or copper to copper as they will- 
neutralize each other and no circuit be produced. 



TELEGRAPHY 5 

If the key be separate from the base of the sounder it 
is better to arrange the key a little to the right-hand side, 
in such a position that it can be reached while the arm 
rests on the table in sending; place the sounder at the 
left-hand side ; to receive the wires small holes should be 
bored opposite the two binding posts of the sounder and 
for the legs of the key. Connect a wire to one binding 
pc^t of the sounder, the other end to one pole of the bat- 
tery, from the other pole of the battery connect a wire 




with one leg of the key on the under side of the table 
between the two washers in order that good connections 
may be had ; from the other leg of the key connect a wire 
to the other binding post of the sounder. 

To connect two separate keys and sounders together 
for line practice begin by running a wire from one bind- 
ing post of the first sounder to the copper pole of the first 
battery, from the zinc pole of the first battery to one leg 
of the first key, from the other leg of the first key to one 
binding post of the second sounder, from the other bind- 



6 TELEGRAPHY 

ing post of the second sounder to the copper pole of the 
second battery, from the zinc pole of the second battery 
to one leg of the second key, from the other leg of the 
second key return the wire to the remaining binding post 
of the first sounder, this last wire is known as the re- 
turn wire and will work much better on a short circuit 
than the ground wire. 

Ground wire may be used by connecting the last leg of 
the second, key with the earth, also the remaining bind- 
ing post of the first sounder with the earth. Explana- 
tion of how to fix a ground wire will be found under the 
heading of "Ground Wire." 



THE MORSE ALPHABET. 

Morse in the arrangement of his telegraphic alphabet 
took as a unit of space or length the shortest possible 
length of time, technically termed a dot. He then made 
his alphabet, formed from three elements: the dot, the 
space, and the dash arranged in various combinations 
representing the following relative values: 

The dot One unit 

The break between the elements of a letter. . . .One unit 
The space, employed in the "spaced letters". .Two units 
The space, separating the letters of a word. .Three units 

The space separating words Six units 

The short dash Three units 

The long dash « Six units 

The student should commit the alphabet to memory 
without reference to position of other characters, so each 
can be called to mind at will without hesitation before 
commencing to practice them ; when once the letters are 



TELEGRAPHY 7 

thoroughly memorized so that the mind has nothing to 
do but attend to the mechanical movement, learning at 
the instrument will be found much easier and more rapid. 



1 m n o p 



k 



u 



w x y z & 



NUMERALS. 



6 7 8 9 



8 TELEGRAPHY 

PUNCTUATION, ETC. 

period [.] comma [,] interrogation [?] 



exclamation [!] paragraph [drop a line] 

colon [:] colon dash [: — ] 



colon quotation [: "] semi-colon [;] 

hyphen [-] dash [ — ] 

beginning quotation ["] ending quotation 1"] 

apostrophe ['] or quotation within a quotation [" 

beginning parenthesis [(] ending parenthesis [)] 

brackets ( [] ) , capitalized letters 

italics or underline ..- .—. 

dollars [$] cents [c] 

decimal point [ . ] pound sterling [£] 

shilling mark [/] pence \_d\ 



TELEGRAPHY 



TRANSMISSION. 



Transmitting or ''sending 1 ' is the first requirement 
necessary for the beginner, and is the art of forming 
telegraphic signals upon an instrument called a key 
which being connected with Relay, Sounder and Battery 
produces sound signals which are arranged in the form 
of an alphabet enabling us to send communications, one 
to another, at various distances. 

The student should bear in mind that in order to be ac- 
curate with his sending is of greater importance than his 
speed. Take great care that you send slowly at first, 
striving for a firm, even, smooth style of sending. Speed 
will come by practice ; never to send more than one third 
faster than you receive is a splendid rule for any begin- 
ner, and if strictly adhered , to will in time make you a 
more correct sender than any rule that can be laid down. 
The customary idea that sending is more easily and 
more readily learned than receiving is entirely wrong, 
because a person unless he or she be able to read ordi- 
narily rapid work is unable to be a good judge of sending 
therefore will not be able to correct their own sending 
as it should be until after receiving be learned.. 

The custom of timing for the purpose of finding the 
rate of speed attained should be seldom indulged in ex- 
cept under the careful direction of his or her instructor, 
as it is apt to cause the student to become careless in the 
formation of characters. 



Place the two first fingers on the farthest side of the 
key-button with the thumb under the edge; curve the 
first and second fingers so as to form a quarter section of 



IO 



TELEGRAPHY 



a circle; partially close the third and fourth but not 
enough to cramp them ; never allow them to touch the 
table. Rest the arm on the table at the elbow; let the 
grasp upon the key-button be firm but not rigid; while 
sending never allow the fingers or thumb to leave the 
key or the elbow to leave the table. Learn to handle the 
key as easily as you would a pen. 







POSITION OF riAND AND MOVEMENT. 

Fig. I 

MOVEMENT. 

The motion should be directly up and down ; avoiding 
all side pressure ; it should be made principally at the 
wrist although the fingers and hand should be perfectly 
limber ; the fingers, hand and arm should move uniformly 
in the same direction. 

Tapping upon the key should be carefully avoided and 
never try to write with the finger movement alone ; the 
fingers are used merely as a leverage and to hold the key- 
button. 

The downward movement produces the dots and 
dashes while the upward movement the breaks and 
spaces. A dot ( . ) is made by a single instantaneous 



TELEGRAPHY n 

downward stroke of the key, while a dash ( — ) is made 
by holding the key down as long as it would take to make 
three dots ; a long dash as in the letter L or the numeral 
cipher o should be made by holding the key down as long 
as it would take to make five and six dots respectively. 

The space is produced by the upward movement of the 
key and consists of four different lengths which indicate 
the intervals between the elements of a letter, between 
the letters of a word, and between the words in a sentence. 
The first, or break is one unit in length and is the in- 
stantaneous interval between the dots and dashes of a 
letter and is found in every letter and character except 
E, T, L, O, and the numeral cipher. Second, the space 
in the space letters which are six in number O, C, R. Y, 
Z, and the character ( & ) is given two units in length 
or equivalent to one dot and break; great care should be 
given to the correct transmission of the space letters ; the 
letter O should require the same time as the letter S, the 
letters C and R the same time as the letter H, the letters 
Y, Z and the character ( & ) the same, time as the letter 
P. Third, the space between the letters of a word is three 
units in length or equal to two dots and breaks, an ex- 
ception to this rule may be made in case of the double E 
which should be nearly the same as between words. 
Fourth, the space between words is six units in length or 
equal to three dots and break. 

EXERCISES IN SENDING. 

After the student has made careful study of the pre- 
ceding subject and has a thorough knowledge of the ar- 
rangements of the alphabet spacing, correct position, how 
the wrist is to be used in the movement, the following 



12 TELEGRAPHY 

exercises should be practiced in their regular order. 
Much success in sending depends upon these exercises 
being thoroughly mastered in regular order, as each is 
the key which unlocks the exercises following, therefore 
each and every character should be repeated over and 
over until it can be made at will and without mistake 
before the next exercise is taken up. 



FIRST EXERCISE. 

Learn the movement first on dots, make one each 
second then two and three each second with as much 
regularity as possible and gradually increase until a speed 
of 360 per minute can be made with as uniform order as 
the tick of a watch. 



Separate the dots representing the letter E. 



SECOND EXERCISE. 

Learn the movement on dashes by commencing at the 
rate of about one a second and gradually increase until 
a speed of about 115 per minute can be made uniform 
and with ease. Special care should be taken to make the 
breaks between the dashes as short as possible. If a 
good, free movement is used the dashes cannot be made 
too close together. The tendency is to space dashes and 
great care should be taken to overcome this ; remember 
where there are no spaces, the characters must be made 
compactly together. Hold the key down the length of 



TELEGRAPHY 13 

three dots for the ordinary dash or long enough to pro- 
nounce the word "seat.'' 



Separate the dashes representing the letters T, L and 
the numeral cipher o. 



THIRD EXERCISE. 

Make a dash closely followed by a dot representing the 
letter N. This exercise will be found more difficult, be 
sure that the dash is a dash and the dot a dot and make 
them compactly together, it might be timed by pronounc- 
ing the word NINE-TY holding the dash while the first 
syllable is pronounced and making the dot when pro- 
nouncing the last. 



FOURTH EXERCISE. 

Make a dot closely followed by a dash representing 
the letter A. There is a great tendency to space this 
character and make the dot too long and the dash too 
short ; watch it closely. It might be timed by pronounc- 
ing the word AGAIN making the dot while saying A and 
the dash while saying GAIN. 



14 TELEGRAPHY 

FIFTH EXERCISE. 

e i s h 



a 



n 



SIXTH EXERCISE. 

1 m 5 



SEVENTH EXERCISE. 

L J. _.t. JL .1 

w x 1 2 3 

7 9 

EIGHTH EXERCISE. 

period [.] comma [,] interrogation [?] 



exclamation [!] paragraph [drop a line] 

dollars [$] cents [c] decimal point [ . ] 



TELEGRAPHY 15 

NINTH EXERCISE. 

colon [:] colon dash [: — ] 



colon quotation [: "] semi-colon [;] 

hyphen [-] dash [ — ] 

beginning quotation ["] ending quotation L"] 

apostrophe ['] or quotation within a quotation [" 

beginning parenthesis [(] ending parenthesis [)] 

brackets ( [] ) capitalized letters 

italics or underline •■- ■—■ 

pound sterling [£] shilling mark [/] 



pence \d\ 



FORMATION. 



The letter j should be formed as tae, k as ta, q as ue, 
x as ai. The numeral 1 as we, 2 as ui, 3 as ve, 9 as tu. 
The period as ud, comma as aa, interrogation as tue, be- 
ginning quotation as qn, ending quotation as qj, begin- 
ning parenthesis as pn, ending parenthesis as pj, brackets 



i6 TELEGRAPHY 

as bx, hyphen as hx, dash as dx, colon as ko, semi-colon 
as si, colon-dash as kx, colon-quotation as kq, capitalized 
letters as ex, dollar mark as sx, cents as c, decimal point 
as tw, italics or underline as ux, apostrophe, or quotation 
within a quotation, as qx, pound sterling as px, shilling 
mark as ut, pence as d. 

TENTH EXERCISE. 

Air, care, thanks, maple, use, keep, injuries, young, 
frequently, zinc, next, verily, cottage*, error, erie, loop, 
little, practically. 



ELEVENTH EXERCISE. 

Use a good free movement in this exercise : 

Every .good student employs every . moment of his 
time. 

Be an honest and faithful worker, doing your best and 
never grumbling. 

Firm and smooth sending goes hand in hand, speed 
comes from practice. 

TWELFTH EXERCISE. 

A comma or a space is used to divide numerals into 
hundreds, thousands, etc. The abbreviations hnd," tnd, 
mln or myn are used for transmitting ciphers ; hnd, 
stands for two ciphers, tnd for three ciphers, and mln or 
myn for six ciphers. Example : 500 would be trans- 
mitted (5hnd) ; 4,000 (4tnd) ; 3,000,000 (3mm) ; 300,- 
000,000 (3hnd mln). 

79, 8,610, 23,100, 405,631,000, 900,000, 215,000,647. 



TELEGRAPHY 17 

THIRTEENTH EXERCISE. 

In fractions the letter E or a dot is used for the divid- 
ing or fraction line. Example : the fraction y 2 would be 
transmitted 1 e 2 3-32 as 3 e ^2. 

1-2, 1-3, 2-5, 7-8, 3-16, 11-12, 10-32, 2 1-2 

FOURTEENTH EXERCISE. 

The decimal point is transmitted by either using the 
decimal point character which is formed of the letters 
TW or by spelling out the word Dot. the word DOT is 
most commonly used. The dollar mark is SX. Ex- 
ample : $133.53 would be transmitted SX 133 dot 53. 
3-5, 994, $1.23, $5146, $826.98, $400.10^. 

HINTS IN SENDING. 

Tn telegraphy, the same as in penmanship a careful 
and thorough study of the movement should not be 
slighted; the more attention given the correct position 
and movement the better and faster will be the gain in 
sending. Firm, smooth sending should be attained at 
the expense of time and practice. The great idea among 
beginners, is that it is an easy matter to learn to send 
and that to be able to send and receive rapidly is all 
that is required ; hence, they neglect the necessary care- 
ful practice which should be employed to gain pro- 
ficiency in sending, but on the other hand acquire a habit 
of careless sending which is caused by sending too fast 
with no regard for uniform spacing or proportion of 
characters to each other. Some are inclined to put the 
characters in letters too closely together, which creates 



18 TELEGRAPHY 

jerky, uneven sending which is not only hard to copy 
but hard to read, thus we are unable to tell what they 
are going to make until the last letter of each word 
is received; on the other hand with good firm, even 
sending it is possible to tell when "press" is being sent 
some few words ahead what the sender is going to make. 

Uniform spacing is of the greatest importance in mak- 
ing sending easy to read. This applies to the characters 
in letters, between letters in words and between words in 
sentences. Remember when there are no spaces in the 
letters, the dots and dashes should' follow each other 
closely. 

A very good rule for a beginner to observe in order 
to get good spacing between letters in words and words 
in sentences, is to pronounce each letter after it is made, 
then the word after you have pronounced the last letter 
of each word; you will note if you pronounce the last 
letter of a word after you make it and then the word, 
you will be giving about twice the space between the 
words that you do between the letters of the words, 
which is correct. 

Due caution should be exercised in transmitting words 
which contain either all dot letters or a number of them 
together. The spaces should be longer than usual be- 
tween the letters in the following words as well as a 
great number of similar ones. Be sure and make them 
slowly and distinctly, as : seen, choice, error, piece, price, 
voice, bicycle. 

A decided distinction should also be made wherever 
the letter "t" follows the letter "1," or vice versa, as in 
the following words : title, altogether, little, altitude, 
battle, alternate. 

If an error is made in sending, the interrogation mark 



TELEGRAPHY 19 

should be made as a "break." If an error is made on 
the first letter of a word, make the interrogation mark 
and repeat the word immediately preceding it ; if on any 
other letter of the word, make the interrogation mark 
and repeat only the word in which the error was made. 
In case a different word than the one which appears on 
the copy has been sent make the interrogation mark fol- 
lowed by the abbreviation "msk." 

PUNCTUATION. 

Punctuation marks are not always sent as they would 
appear in print or as they should be used. The period 
is very seldom used except at the beginning of the body 
of a message or train order. The comma is perhaps 
most used, and often used in place of the period and 
conveys several meanings according to where it is 
placed ; take for instance after the two or three lines 
of the address of a message, it is used and means the 
same as "Drop a line." The interrogation or question 
mark is many times used out of place, for instance if an 
operator miss what is being said to him he uses it 
meaning "What did you say?" or if he makes a mistake 
in transmission he uses it as a break, or if he be sending 
a message and wishes to explain something he uses it 
there. Punctuation marks should always be sent at 
nearly twice the rate of the other sending and should 
be made compactly together as one letter. Punctuation 
marks are not used after abbreviations or initials, ex- 
ample: Mrs. J. H. Brown, N. Y. 



20 TELEGRAPHY 



RECEIVING. 

After all the letters and characters have been 
thoroughly memorized so that the student can send 
readily and correctly, receiving may be then taken up. 
It is necessary in receiving that another person manipu- 
late the key which operates the sounder ; the one receiving 
should not watch the hand of the sender or the lever 
of the sounder ; let your receiving be done by sound 
from the very start. The person sending should send 
slowly and distinctly, the one receiving naming each 
letter as sent; tkis practice of calling each letter should 
be kept up until the speed is so fast that the receiver 
has not time to pronounce the letters ; then the receiving 
of words may be taken up, pronouncing each word as 
sent until able to receive from twelve to fifteen words 
per minute, counting five letters to a word. Then com- 
mence the practice of sentences, press, train orders, 
messages, etc. The student should bear in mind that . 
there is no change in the tone of the sounder, the letter 
being determined by the time or times the lever is up 
or down. The sound produced by the upward move- 
ment of the lever is as necessary in receiving as the 
sound produced by the downward movement of the 
lever, for without it the duration or length of dashes 
could not be determined. The sound made by the 
upward movement of the lever is dull and will not con- 
fuse the student when he puts his mind on the down- 
ward movement for the dots and dashes and the upward 
movement for the breaks and spaces. To become a good 
receiver of rapid sending it is necessary that the receiver 
be able to copy behind the sounder several words; this 



TELEGRAPHY 21 

will be found quite difficult for the beginner and much 
time should be employed in dividing attention between 
receiving and copying, only a letter at a time may be 
the starter but with unwearied application the student 
can advance from one letter to several words. The 
practice of copying five words to each line when copy- 
ing with a pen or pencil should be commenced early 
in the work as it will be found very useful when the 
subject of messages is taken up. 

Read the daily papers, markets, etc., and familiarize 
yourself with every line of business; study the names 
of different towns and work hard on the spelling of the 
same, and receiving will become easier. 



PENMANSHIP. 

The subject of penmanship is not given proper atten- 
tion by the student of telegraphy. A good, legible busi- 
ness hand-writing is a very desirable accomplishment 
in any occupation, but nowhere is it more needed than 
in the telegraph business, because your hand-writing 
must be handed out to the general public to read, and 
so we would earnestly request that you waste no time 
beginning to carefully prepare for this all important 
part of the work. Upon applying for a position about 
the first thing asked is "let me see your hand-writing." 
We would not attempt to lay down any rules in regard 
to penmanship, only give a few suggestions. 

Ornamental styles, and graceful and shaded curves 
are entirely out of place in the telegraph business. 
What is needed is to make the letters of the shortest 
length practicable, without curves where it is possible 
to retain the general outline of the letter without them. 



22 TELEGRAPHY 

Hold the pen as close to the paper as possible and use 
a full muscular movement. Adopt as a standard, one 
plain simple form for each letter and figure, and always 
use the same form. It is a customary idea with be- 
ginners in telegraphy that to have from three to five 
different forms for each letter will enable them to gain 
faster speed; this is wrong as you would have too 
many forms to learn, "a sort of jack of all trades and 
a master of none." A medium or small hand is writ- 
ten with more ease and rapidity than a large hand from 
the fact that the pen can be carried over short spaces 
in less time than over complicated ones. We some- 
times think that good penmanship is a natural gift to 
some, but all can by patient and studious efforts and 
careful study of all letters and figures be able in time 
to write a plain, readable hand. 



The gravity or what is more commonly known as 
the crow-foot battery is one most generally used for 
the production of electric current for telegraph purposes ; 
although during the last few years dynamos have been 
introduced into the production of electricity for the 
telegraph and to a certain extent have lessened the use 
of the gravity battery in the larger offices. 

The gravity battery consists of a glass jar, a zinc, and 
a copper plate. The zinc is the positive plate and the 
copper is the negative plate. It must be remembered 
that the positive current always moves away from the 
battery and the negative returns toward it even if we 
have the circuit grounded. The current starts from the 
zinc plate (which dissolves or is eaten away) then 
through the solution to the copper plate and finds its 



TELEGRAPHY 



23 



outlet through the wire which leads from the copper and 
we have the positive current to the line coming from 
the copper plate and the negative current returning to 
the zinc pole of the battery ; hence positive means cop- 
per to the line and negative zinc. 

Battery. 




Fig. 2. 



The arrangement of tke battery is as follows: the 
leaves of copper are spread and placed at the bottom of 
the jar and should be nearly covered with blue vitriol ; 
the zinc suspended from the top of the jar and the jar 
filled with soft water to within an inch from the top ; 
it will require from three to four days for a battery of 
this nature to work up to full strength, the circuit of 
course being closed. When a battery is in good work- 
ing order if the circuit can be left open when not in 
use, it will strengthen and greatly save the battery. 

About every two to four months the zinc and the 
copper should be taken out and thoroughly washed and 
cleaned and the clean liquid poured into a clean vessel, 
and the dirt which has accumulated by the decomposition 



24 TELEGRAPHY 

of the zinc plate thrown out, and the jar cleaned. 
Arrange the battery as before, adding more vitriol, and 
pouring in the clean liquid and enough water to make 
the battery complete. 

CONDUCTORS AND INSULATORS. 

Those bodies are commonly called conductors which 
conduct electricity readily; metals, water, charcoal, and 
animal bodies. Among the metal conductors; silver, 
copper and gold are the best; the two former will con- 
duct about five times as well as iron or platinum. The 
principal conductors used are copper, iron, brass and 
platinum. 

Those bodies are insulators which conduct slowly ; 
glass, sulphur, resin, ice, dry-air, dry-wood, varnish, 
porcelain, etc., any of these bodies will conduct under 
certain conditions or when covered with moisture. 

MAGNETISM. 

Magnetism is that form of electricity which exists 
in the magnet or load-stone. The electrical action is 
supposed to travel in circles or lines around bodies 
which it may traverse. Thus it was discovered if a 
piece of steel or hard iron be encircled by fine insulated 
wire and an electric current applied to the wire the iron 
would become magnetized and remain a magnet, as 
hard iron or steel when once magnetized will retain its 
magnetism for a long time; therefore soft cores of iron 
are always used for electro magnets as soft iron can be 
magnetized and demagnetized several thousand times a 
second. 



TELEGRAPHY 25 

ELECTRO-MAGNET. 

The Electro-Magnet consists of two cores of soft 
iron about the size of an ordinary lead pencil, upon 
which is wound a great many feet of fine insulated 
copper wire, each core being wound in the same direction 
and covered with a casing of polished, vulcanized rubber 
having heads of the same material, thus making spools 
of each; and screwed to a flat connecting bar known as 
the heel piece; both inside ends of the wires are con- 
nected together, and the outside ends of the wire are 




Fig. 3. 

connected together and the outside ends connected to 
the instrument binding posts to receive the wires which 
conduct the current. When the circuit is closed, the 
current by passing through the turns of the wire called 
the "helix of the magnet" causes the soft cores of iron 
to become magnetized, possessing the power of attract- 
ing with considerable force any piece of iron brought 
near the ends and ceasing when the circuit is open. 



The principal use of the key is to open and close the 
circuit to produce the dots and dashes. It is a mechani- 
cal device manipulated by hand to transmit telegraph 



26 TELEGRAPHY 

signals. It consists principally of a metallic lever upon 
a trunnion supported by screws on the elevated sides of 
a metallic base. Beneath the base are two metallic legs 
which extend through the table; these legs hold the 
key firmly to the table and connect with the two ends of 
the main line wire. The front leg and lip is separated 
from the base of the key by a non-conducting material 
which insulates it from the frame, so the current cannot 
pass through, except when the lever is down or the 
circuit closer under the lip. On the top and in the 




Fig. 4. 

center of this is inserted a small piece of platinum; 
above this on the under side of the metallic lever is 
another piece of platinum. The spring is arranged to 
separate the two platinum points, thus opening the cir- 
cuit. A metallic arm or circuit closer is attached to 
the base of the key near the second leg, so arranged 
that it can slide under the lip directly connected with 
the first leg thus closing the circuit when the key is 
not in use. To prevent the operator from receiving an 
electrical shock the finger pieces of both the level and 
the circuit closer are of non-conducting material. 



TELEGRAPHY 



27 



THE RELAY. 

The chief use of the relay is to resist all over-produc- 
tion of current. It has its connections with both main 
line and local circuits. It consists of an electro-magnet 
horizontally arranged upon wood and metallic base ; the 
small magnet wires go through the base and connect 
directly with the main line binding posts. In front of 
the electro-magnet a metallic armature with a platinum 




Fig. 5. 

point in its lever (connected by a fine wire running 
through the base to one local binding post) is perpendicu- 
larly arranged to. work freely by the action of the electric 
current produced in the magnets, which strikes against 
a platinum point arranged in the adjusting screw, in 
the yoke or frame (which is also connected by a fine 
wire running to the other local binding post) which 
closes the local circuit through the sounder, which also 
has its connection with the local binding posts and the 
battery. One other adjusting screw in the yoke or 



28 



TELEGRAPHY 



frame with an insulated point, governs the play of the 
levers from the magnets. An adjusting spring is at- 
tached to the armature and its purpose is to draw the 
lever away from the magnets when the magnets are 
de-magnetized. 




Fig. 6. 



THE SOUNDER. 



• The chief use of the sounder is to aid the receiving 
operator. It consists of an electro-magnet perpendicu- 
larly arranged upon a metallic frame which is securely 
fastened to a wooden base. The fine wires of the electro- 
magnet are connected by running through the wood and 
metallic base to the two binding posts. Directly above 
the electro-magnet an armature is horizontally arranged 
upon a lever in a frame to work freely by the action 



TELEGRAPHY 29 

of the electric current. A spring is used to draw the 
lever away from the magnet when the circuit is open. 
There are two adjustable screws, one in the lever which 
governs the movement toward the magnet; the other in 
the frame which governs the reverse movement. The 
sounder is connected with the local circuit only; having 
its connections attached with the two local binding 
posts of the relay and the two poles of the local battery. 



ADJUSTMENT OF INSTRUMENTS. 

THE KEY. 

The movement of the key should always be free ; 
that is, do not have the side screws tight enough to 
bind the lever and not enough of the reverse movement 
to allow it to play with a side movement. See that the 
platinum point in the lever strikes the lower point in the 
front leg squarely on top and keep them free from rust 
and dirt. The distance between these two points should 
be equal to the thickness of three to five pieces of ordi- 
nary writing paper ; this movement being changed by 
the adjusting screw in the end of the lever, the spring 
should be strong enough to separate the two platinum 
points readily but will vary with the person using the 
key. 

THE RELAY. 

The relay is the most difficult of the ordinary tele- 
graph instruments to adjust. In most relays the mag- 
net itself can be moved backward and forward thus 
adjusting its position in front of the armature according 
to the strength of the current. A strong current re- 
quires that the magnet be drawn farther away from 
the armature and a weak current the reverse. The 
magnet should never be brought close enough to the 
armature to prevent the two platinum points striking 
firmly. It is necessary that the armature be upright 
and that the two platinum points strike each other 
3° 



TELEGRAPHY 



31 



squarely; these points should be kept free from dirt. 
The play between these points should be from one to 
three sixteenths of an inch. In wet or damp weather, 
especially in storms, variations in currents occur when 
the line is not perfectly insulated, the spring requiring 
very careful adjustment. It should be tightened enough 
to draw the armature away from the magnet when 
the magnet is de-magnetised. The spring adjustment is 
known as high or low adjustment. A strong current 
requires a tightening of the spring, or high adjustment, 
and a weak current the reverse. 



THE SOUNDER. 

The adjustment of the sounder is similar to that of 
the relay only the local circuit attached is not subject 
to change on account of weather and the armature al- 
ways remains the same distance from the magnets; it 
should be as close to the magnet as possible without 
actually touching it. The play of the lever to and from 
the magnet depends upon the strength of the current 
attached, a strong current will admit of more play than 
a weak one, this play however can be too great to give 
clearness ; the spring should be strong enough to draw 
the lever away from the magnet with all the force possi- 
ble and still allow the lever to work freely. 

THE SWITCH BOARD. 

The switch board is a combination of switches adopted 
to form various combinations of several different circuits. 
By its use every possible change of circuit or connection 
can be quickly and easily made, instruments changed 



32 



TELEGRAPHY 



from one wire to another; batteries connected - or re- 
versed ; loops connected or disconnected and wire-testing 
operations carried on. It is used in nearly all telegraph 
offices where there is more than one wire. Probably the 
switch-board most generally used in this country is the 
pin plug switch-board. On the front of the pin plug 




V 



Fig. 7. 



switch-board for intermediate offices are two perpendicu- 
lar bars for each wire. If a wire which runs past our 
office is to be connected to our switch-board we cut it 
and bring each end into the office, therefore the need of 
the two bars for each end of the wire ; at the top of 
these bars are binding posts to receive the ends of the 
main line wires. Between these bars is a row of discs 



TELEGRAPHY 33 

which are connected horizontally with each other on the 
rear of the board by a metallic strap with the exception 
of the bottom row, each horizontal strap is connected 
also with a binding post to which is connected the in- 
strument wires. Each disc and each perpendicular bar 
has a semi-circular hole in its edge so that a metallic 
plug may be inserted which will connect the perpendicu- 
lar bar and the horizontal strap on the rear of the 
board. The ground wire is connected with the top 
row of discs which are covered by a metallic plate 
known as the lightning arrester. The lightning ar- 
rester and the perpendicular bars have no connection, 
space enough is allowed for a sheet of writing paper to 
play freely between them. 

GROUND WIRE. 

Every office is supplied with a ground wire which 
consists of a wire attached to a rod driven several feet 
in the ground, or to a gas or water pipe, the two latter 
being preferable. The rod of iron should be filed or 
scraped bright and clean for several inches, and insulated 
copper wire spliced to five or six feet of bare copper 
wire wrapped evenly around the brightened part of the 
rod, then tightly secured and soldered. Only the 
terminal ground wires are in use upon a line; their use 
at the intermediate offices is only for testing purposes 
and in case of interruption of the line to notify the 
testing operator and receive his instructions. The in- 
termediate stations upon inserting a ground wire divide 
it into two independent circuits ; there must be a main 
line battery at each terminus in order that the two cir- 
cuits may work on either side of it. 



34 



TELEGRAPHY 




og5g 



SWITCH BOARD CONNECTIONS. 



Ground. 



£ 



Inst. No. 1 



-£ 



Inst. No. 2 



< 




w 

1 < 


,=! 


,=J 


) i 


> 








< 


> 






) 




< 


> 

i 

















Inst. No. i on Line No. I. 
Inst. No. 2 on Line No. 2. 



Ground- 



€ 



Inst. No. 1 



€ 



Inst. No. 2 



< 


1 < 


► < 


w 

(N 
► < 


1 


>....< 


) 
































-•— 



No. i cut out with inst. pins. 
No. 2 cut out at the bottom. 
35 



36 



TELEGRAPHY 



Ground. 



Inst. No. 1 



£ 



Inst. No. 2 



* 





£ 


W 


-« 


«-« 


<N 


o» 


c 


) o o o 




• ....• 


1 


> 












1 











Inst. No. i on No. I W. to No. 2 E. 
Ground on No. I E. and No. 2 W 



Ground- 



€ 



Inst. No. 1 



€ 



Inst. No. 2 



* 


w 


£ 


w 


•H 


•" l 


w 


(N 


c 


) C 


) C 


) o 


1 


1 








i 


> 








i 


> 

< 








4 


> 















Inst. No. I on No. i E. to No. 2 W.., Ground on No. I W. 
Inst. No. 2 on No. 2 E. to Ground. 



TELEGRAPHY 



37 



Ground- 



<£ 



Inst. No. 1 



£ 



lust. No. 2 



( 




w £ w 

•■< in e« 

► o o < 


( 


1 












i 




• 









( 


> 









No. i W. to No. 2 K, No. i E. to No. 2 W. 
Insts, on both circuits. 



Ground. 



£ 



Inst. No. ] 



£ 



Inst. No. 2 



< 


w 

► < 


A 


4 


► C 


t- 
«S 

a 

CO 

> ( 


i 


► 


















i 


I 

> 










« 


....... 


i 


1 


















.. 


























o 

Spare O 

Both Insts. on Line No. I. No. 2 open at the bottom. 



38 



TELEGRAPHY 



Ground- 



£ 



Inst. No. 1 



£ 



Inst. No. 2 



£ w £ w 

^ «-■ <n <N 

O O O ( 

,.. ... m 


. 




< 


> 

< 








# 








# 













Inst. No. i on Line No. 2, Ground on No. 2 E. 
Inst. No. 2 on Line No. I. 



Study the preceding diagrams carefully and thoroughly 
understand them and you will have no trouble with the 
ordinary station board. 



GENERAL INSTRUCTIONS FOR CIRCUIT. 

Contention for circuit is strictly forbidden by all rail- 
way and telegraph companies. 

Each office has a call consisting of not more than two 
letters, and in calling an office, call continually and sign 
your own office call after every third call. In answer- 
ing your office call, say I I and your office call. Ex- 
ample of CH calling BN: BN BN BN CH BN BN 
BN CH. Example of BN answering call: I I BN. 
When asked to sign always give your office call. 



TELEGRAPHY 39 

Each operator will have a personal sign which may 
consist of one or two letters. Whenever you are asked 
"wo" always give your PERSONAL SIGN. 

Upon hearing the call "OS" sent continually over 
the wire you will answer giving your office call ; it will 
usually be a message addressed to all Agents, all 
Operators or some particular class of employees. 

If you are receiving at the wire and your instru- 
ment fails to work properly you should ask the send- 
ing operator to "dot" which he will continue to do until 
you get adjusted, when you will break in and say 
"OK" and give the last word received. 

If your instrument which is connected with a wire re- 
mains quiet for any great length of time, never open your 
key without first turning your relay adjusting spring 
high enough to break the local circuit in order to make 
sure no one else is working your line. If the circuit 
is found open apply the ground wire to ascertain in 
which direction from your office the trouble lies, if 
after careful adjustment no circuit be found, cut in 
the instrument on another line which is known to be 
working and if it also opens that line it would indicate 
the trouble was in your instrument and. it should not 
be cut in on any line until repaired. 

If it be found necessary when working on a wire 
to leave the circuit open for a moment, it is necessary 
that you make explanation of the matter ; if to 
answer the telephone, say, "ex me fone," if to deliver 
orders say "ex me trn." The circuit should never be 
left open longer than a minute in cases of this kind. 
If you are busy on another wire, or otherwise, and for 
any reason you cannot answer a call which is given you, 
you should, if possible, take the time to answer the office 



40 TELEGRAPHY 

by giving the signal ''25" and your office call ; it is 
necessary that you first find out what office is calling 
you, in order that when you get time you may call it 
and find out what was wanted, using the signal "5" 
and your office call. 

Whenever you are repeating a message or a train- 
order and you are told by the sender that a word is an 
error, you should first open your key, then change your 
copy and repeat the copy as corrected. If for any 
reason when you have copied a message you wish to 
read it over and count the check before giving the 
OK, you should first open your key and keep it open 
until you are satisfied it is correct so no one will think 
you are through and take the circuit from you. 

Whenever you are receiving a message and are in- 
terrupted by someone breaking in on you who is inclined 
to be meddlesome or is not adjusted, take the circuit 
and say "tts nt me" or "tts nt hr ga," adding the last 
word received, if the trouble continues the sender should 
make the signal "8" until he believes the person in- 
terrupting is adjusted or knows that he is '•breaking" 
someone. 

If you are in doubt whether the receiving operator 
is copying what is being sent him, at the conclusion of 
some sentence say, "bk u tr?" or "u tr?" If he is 
receiving what you are sending he will answer by say- 
ing "I" and sometimes adding his office call. 

In taking the circuit from others you should do so as 
far as possible between their messages ; this will avoid 
much confusion and error. Offices using the wire when 
interrupted have the next right to the circuit. 



TELEGRAPHY 41 



WIRE SIGNALS USED IN TAKING THE CIRCUIT FROM 
OTHERS. 

The word "wire" is used by the wire chief or by 
operators when given permission by the wire chief or 
lineman for locating wire trouble, and has preference 
over all other business on any circuit. The signal "grn" 
and "stx" may be used for speculative messages. The 
signal "corn" may be used to make a correction in any 
message which has already been sent out. The signal 
''govt" may be used for sending government messages 
which pertain strictly to the official business of the 
government. The signal "cable" will be used for send- 
ing messages. The last five signals have preference 
over all other business on any circuit exclusive or train- 
orders. 

NUMERAL WIRE SIGNALS. 

There are a few simple sentences which are used 
so often that figures have been substituted for them 
and they are used to abbreviate and save time. Some 
impart special information while others serve to furn- 
ish an answer. There is a difference to some extent in 
their meaning on different lines, but the following are 
more or less in common use. 

1. Wait a minute. 

2. Very important. 

3. Train' reports. • 

4. Where shall I go ahead? 

5. Have you any business for me? 
7. Are you ready for business? 



'42 TELEGRAPHY 

8. Close your key ; you are breaking. 

9. To clear the line for orders and for operators to 
ask for orders. 

12. Do you understand? 

13. I, or we, understand. 
' 18. What is the trouble? 

19. Train-order. 

23. Accident or death message. 

25. Busy on another wire. 

29. Train dispatcher. Train orders. 

30. The end. 

31. Train order. 

33. Answer paid for. 

34. Message for all offices. 
55. Important business. 

73. Accept my compliments. 

92. Deliver quick. 

134. Who is at the key? 



ABBREVIATIONS. 

Abbreviations are used chiefly for wire conversation 
and are generally made by leaving out the vowels. Some 
are entirely arbitrary while others are spelled simply by 
sound. One should not use too many of the arbi- 
trary ones together. The following list will be found 
quite complete, the student should commit them to 
memory and practice them upon the wire as soon as 
possible as they are very important and no good 
operator can afford to be without them. The conversa- 
tion on railroads especially is nearly all abbreviated. 



TELEGRAPHY 



43 



A. 



abandoned, abnded 
about, abt 
abbreviations, abbn 
acknowledge, "x" (used in 

train orders only.) 
account, acct 
action, actn 
address, ads 
afternoon, P. M. 
agent, agt 
all right, art 
always, alwas 
amount, amt 
and others, "et al" 
annulled, annld. 
another, ahr (or) anr 



answer, ans 

any, ay 

anything, aytng (or) 5 

April, Apl (or) Apr 

are, r 

arrive (or) arrived, "a" 

ascertain, ascrtn 

assist (or) assistant, asst 

Assistant General Freight 
Agent, AGFA 

Assistant General Passen- 
ger Agent, A G P A 

attention, attn 

attorney, atty 

August, Aug 

Avenue, ave 



"B" Block (used in 

system only) 
back, bk 
baggage, bage 
barrel, brl (or) bbl 
battery, baty 
be, b 

become (or) became, 
been, bn 
before, 04 
better, btr 
between, betwn 
bill-lading, "BL" 
black, blk 



B. 
block blanks, blnx 

block, blk 

board, bd 

body, bdy 

book, bk (or) buk 

bought, bot 

boulevard, blvd 
becm bound, bnd 

break, brk 

brakeman, brkmn 

building, bldg 

bushel, bu 

business, biz 

but, bt 

by, bi 



44 



TELEGRAPHY* 
C. 



can, en 

cancel former order, CEO 
cannot, cnt 
cashier, cashr 
cent, ct 
charge, chg 
check, ck 
chief, chf 
circuit, ckt 
clear, clr 

coal and water, C & W 
collect, coll 

collect on delivery, COD 
combination, combn 
come (or) came, cm 
coming, cmg 
commercial, coml 
Commercial News Depart- 
ment, C N D 



commission, comsn 
company, co 

complete, comp (or) "cm" 
compliments, 73 
conductor, condr 
conductor and engineer, 

C&E 
connection, conctn 
copy, cy 
correct, O. K. 
correction, "corn" (used 

only as a wire signal), 
cost, insurance and freight, 

"c if" 
could, eld 
creditor, cr 
crossing, xng 



D. 



day, da 

day press rate, d p r 
dead head, D H 
debtor, dr 
December, Dec 
decrease, dec 
democrat, dem 
deliver, 92 
delivery, dely 



delivery charges guaran- 
teed, dely chgs gtd ' 

difference, dif 

dinner, dinr 

disregard former service, 
DFS 

district, dist 

division, div (or) divn 

don't, dnt 



TELEGRAPHY 



45 



depart (or) departed, "d" 

Dispatcher, despr 

destroy, bust 

did, dd 

double deck, DD 



doubt, dbt 
down, dwn 
dozen, doz 
draft, dft 
duplicate, dup 



east, e 

election, electn 
empty, em (or) mt 
engine, eng 
engineer, engr 
enough, enuf 
errors excepted, ee 



errors and omissions ex- 
cepted, "e & o e" 
every, evy 
excursion, excn 
excuse, ex 
express, ex 
extra, exa (or) xtra 



favor, fvr 
February, Feb 
few, fu 
for, r 
foreign, forgn 



forward, fwd 

free on board, FOB 

freight, frt 
from, fm (or) fr 
foreman, 4 man 



G. 



General Baggage 


Agent, 


GB A 




General Freight 


Agent, 


G F A 




General Passenger 


Agent, 


G P A 





get, gt 

give better address, G B A 

give some address, G S A 

go ahead, G A 

go ahead arrival, G A A 

go ahead departure, G A D 



46 



TELEGRAPHY 



Somg, gg 
gone, gn 
good, gd 

good afternoon, P M 
good evening, G E 
good morning, G M 
good night, G N 
gossip, "guff" 



got, gt 

government, govt 
grain, grn 
great, grt 
ground, gnd 
ground wire, g w 
guaranteed, gtd 
guess, gs 



half, hf 

has, hs 

have, hv 

hear, (or) here, hr 

high, hi 



a 



how, hw 

hogshead, H H D 
how is, hws 
hundred, hnd 
hundred weight, cwt 



I. 

immediately, immy instrument, instmnt 

important, impt (or) 55 invoice, inv 
increase, inc 



January, Jan junior j r 

junction, jet (or) June. 



knew, nu 
know, no 



K. 



knows, nos 



last month, ult 
laugh, ha ha 
learn, lrn 
leave, lv 
letter, ltr 
light, lite 



TELEGRAPHY 

L. 

loads, Ids 
local, loc 
look, luk 
loop, lup 
low, lo 
limited, ltd 



47 



M. 



made, md 
main, mn 
majority, maj 
make, mk 
manager, mgr 
manifold, mfld 
manifest, mfst 
manufacturer, mfr 
manufacturing, mfg 
many, mny 
March, Mar 
marked, mkd 
market, mkt 
matter, mtr 
May, Ma 
merchandise, mdse 



message, msg 

messenger, msgr 

might, mite 

mile, mi 

(mill) typewriter 

million, mln (or) myn 

minute, min 

mistake, msk (or) bull 

mistaken, mskn 

Misses, Mrs 

Mister, Mr 

months, mos 

more, mo (or) mr 

morning, mng (or) A M 

much, mch 



namely, viz 
near, nr 
necessary, necy 



N. 



never, nvr 

new, nu 

next month, prox 



TELEGRAPHY 



night, nite — (red) 
night press rate, n p r 
none between, n b 
north, n 
not, nt 
nothing, ntg 



November, Nov 

now, nw 

no more, nm 

no such number, N S N 

number, no 



obedient, obt 

obtain, obtn 

o'clock, k 

October, Oct 

of, o 

office, ofs 

one hundred, I hnd 

one thousand, I tnd 

O K, correct 

on time, ot 



opening, opg 

operator, opr 

opinion, opn 

order, ord 

O S, All offices take notice 

other, otr 

our, r 

"out" (of no account) 

out, ot 

owners risk, "O R" 



package, pkg 
paid, pd 
pair, pr 

passenger, pasgr 
pay, pa 
payment, payt 
people, peo 
pecks, pks 
pink, (rush) 1 
pint, pt 



please, pis 
pounds, lb 
Post Office, P O 
precinct, prct 
preferred, pfd 
present month, inst 
president, prest (or) pt 
principal, prin 
prohibition, pro 



quick, qk 



TELEGRAPHY 

Q. 

quotation, qtn (or) tick 



49 



R. 



railroad, R R 
railway, P.y 
ready, rdy 
rebate, reb 
receipts, rects 
received, reed 
receiving, recg" 
red, (nite) 
refrigerator, refr 
release, "rel" 
relay, rela 



relief, rj 

repeat, rept 

report, rept 

report delivery charges, 

rept dely chgs 
republican, repn 
right, rite 

roast, (a great number) 
round, rnd 
rush, (pink) 



S. 



said, sd 

same, sm 

say, sa 

second, sec 

section, seen 

see, c 

see former order S F O 

see former service, S F S 

seen, en 

see your service, SYS 

single deck, S D 

sir, sr 

slow, slo 



some how, smhw 
some one, sm i 
something, smtng 
somewhat, smwt 
somewhere, smwr 
soon, sun 
south, s 
speak, spk 
special, spl 

special delivery guaran- 
teed, spl dely gtd 
sending, sendg 
September, Sept 



50 



TELEGRAPHY 



service, svc 

several, svl 

should, shld 

siding, sdg 

sight, site, 

sign, sine 

signature, sig 

signed, sined (or) sgd 

station, stn (or) sta 

stay, sta 

stock, stx (or) stk 



stop for breakfast, sfb 
stop for dinner, sfd 
stop for night, sfn 
stop for tea, sft 
straight, strate 
street, st 

superintendent, supt 
supper, supr 
suppose, spose 
switch, sw 
system, sys 



take, tk 
talk, tlk 
tariff, tf 
telegraph, tel 

telephone, fone (or) phone 
thanks, tnx 
that, tt 

that is, tts (or) "i. e." 
the, t 
their, tr 
them, em 
then, tn 
there, tr 
they, ty 
thing, tng 
think, tnk 
this, ts 

this morning, tsmng (or) 
ts A M 



though, tho 

thought, thot 

thousand, tnd 

through, thru (or) tru 

tierce, tc 

to-day, toda 

together, togtr 

tomorrow, tomw 

tonight, tonite 

took, tuk 

tough, tuf 

track, trk • 

train, trn 

transfer, tfr 

Traveling Passenger Agt, 

TPA 
trouble, tbl 
try, tri 
typewriter, (mill) 



TELEGRAPHY 
U. 



unchanged, unchgd 
undelivered, undeld 



understand, 13 



51 



V. 



was, ws 
water, wtr 
way, wa 
way bill, "W B" 
weather, wtr 
west, w 
wharf, whf 
what, wt (or) ? 
when, wn 
where, wr 
while, wile 



very, vy 



W. 



why, wi 
who, wo 
will, wi 
with, wi 

word, wd (or) w 
worked, wkd 
would, wld 
write, rite 
wrote, rote 
wrong, wng 



X. 



"X" acknowledge (used in train orders only.) 



Y. 



yard, yd 


yet, et 


yards, yds 


you, u 


yes, es 


young, ung 


year, yr 


your, ur 


years, yrs 


yes sir, esr 


yesterday, estrda 





GENERAL RULES AND INSTRUCTIONS FOR 
TELEGRAPH EMPLOYES. 

The telegraph department is under the management 
of the Superintendent of Telegraph, who will have charge 
of the telegraph service and other electrical business of 
the company, including construction and maintenance. 
The appointment of telegraph operators will be made by 
the Chief Train Dispatcher, of each division, in his capac- 
ity of chief operator. Such appointment must be ap- 
proved by the Division Superintendent. 

The Superintendent of Telegraph will report to and re- 
ceive his instructions from, the General Superintendent. 

CHIEF OPERATOR. 

Chief dispatchers acting as chief operators will be 
intrusted with the ordinary working of the line, testing 
and changing of circuits, and the direction of operators 
and repairers in the discharge of their duties. They will 
report to the Superintendent of Telegraph daily, the state 
of the weather and the condition of the circuits under 
their charge, the nature and location of interruptions to 
the circuits that have existed, or do exist, and what meas- 
ures have been taken for repairs. They will also report 
when lines previously reported as in trouble are repaired. 

Chief Operators will report any neglect on the part 

of operators or repairers that may come under their 

notice, and will at all times, manifest an interest in the 

successful operation of the wires, and will co-operate 

52 



TELEGRAPHY 53 

with the Superintendent of Telegraph in securing good 
working lines. 

The night train dispatchers will have charge of the 
wires on their respective divisions between the hours 
of 7:00 P. M. and 7:00 A. M., and will assume the 
duties of the chief operator during that time. 



OPERATORS. 

Telegraph operators report to and receive instructions 
pertaining to the business of the railway from the di- 
vision superintendent or train master, and pertaining 
to the business of the Telegraph Department from the 
superintendent of telegraph, and will obey the instruc- 
tions of the chief train dispatcher of the division. 

They are required to be constantly on duty during the 
hours assigned to them, and must not leave their of- 
fices without permission from the Train Dispatcher on 
duty. 

Office hours for operators at stations where there are 
no night offices are from 7 :oo A. M. until relieved by 
the train dispatcher on duty. Office hours for opera- 
tors at stations where there are night offices, day 
operator, from 7:00 A. M. until 7:00 P. M. Opera- 
tors at such stations are required to come on duty 
promptly at the regular hour, and remain on duty until 
relieved by their colleague, or excused by the train dis- 
patcher. At offices where more than one day or night 
operator are employed, there must be one person on 
duty at all hours. Day operators must keep the loca- 
tion of their residence posted up inside bill boxes, at 
stations where there are no night offices, so that train« 
men may know where they are to be found. 



54 TELEGRAPHY 

Operators must not go beyond hearing of* their call, 
nor leave the office without first notifying the train 
dispatcher and obtaining his permission. 

Operators will assist and obey the instructions of the 
station agent, when it does not interfere with their du- 
ties as operators. 

There must be no delay in obtaining answers to 
telegrams. If a reply cannot be had in reasonable time, 
the sending office must be promptly notified of the 
reason. 

It will be the duty of the agent and operators to see 
that the train-order signals are kept in good working 
order and ready for use at all times, and when neces- 
sary oil them, using kerosene oil to make them work- 
freely. Should the signal become disabled and out of 
order, and repairs needed, prompt notice must be sent 
to the train dispatcher by wire, giving cause of trouble, 
and stating what material is required for repairs. 

Operators are expected to make suggestions and give 
such information from time to time, as is calculated to 
improve the service. Should anything occur which 
does, or is likely to impair the service in any way, it 
must be reported at once to the Superintendent of 
Telegraph. Operators will familiarize themselves with 
the Western Union Book of Rules and obey them. 

Operators are required to devote themselves exclu- 
sively to the service of the company during business 
hours ; those having other duties to perform in the freight 
department will not allow such duties to prevent proper 
attention being given to the telegraph. At offices 
where there is but one day and night operator, the day 
operator acts as agent or manager, and is held re- 
sponsible for all the cash taken in. 



TELEGRAPHY 55 

Operators are required to be in their offices when 
trains are due or at their stations and not out 
on the platform unless the service requires their pres- 
ence there; they will keep a register of all trains pass- 
ing their station and the reports from such stations as 
the train dispatcher may require and report the same 
promptly to the dispatcher. 

They must give public notice upon the bulletin 
board of the time trains carrying passengers are due, 
and whether on time or how much late. 

All instruments necessary for the use of the tele- 
graph department at each office, will be furnished by 
the Company, which together with the office furniture 
and fixtures must be kept clean and in good order. No 
private instruments will be allowed upon the wires, and 
no private lines must be connected with any office 
without the permission of the Superintendent of Tele- 
graph. 

Always try to be accommodating, treating all persons 
with respect, with whom you come in contact. Do not 
get out of patience if traveling men make what might 
seem unreasonable requests, or ask a small favor. Be 
ready at all times to aid feeble or old persons on and 
ofx trains, and make yourself of worth to the Com- 
pany and your services will be rewarded. Remember 
a good word spoken of you from the traveling public, 
will soon reach the officials and greatly figure in your 
chances for promotion. 

Do not depend upon any one to do your work for 
you ; or meddle with other employees' business unless 
your help be requested. 

In case of accident, no account or message respecting 
it, other than regular tariff business, must be sent un- 



56 TELEGRAPHY 

less to an officer of the Company, signed by an agent, 
conductor or other authorized person, nor must it be 
made the subject of conversation or remark over the 
wire or otherwise. Particulars for the public, or for 
publication will be furnished only by an officer of the 
Company, or upon his authority. 

Contention for circuit will not be permitted. Any 
operator who follows this practice will be promptly dis- 
missed. In case of doubt, or when unable to "raise" 
an office within a reasonable length of time, operators 
must promptly call upon the Chief Operator or Super- 
intendent of Telegraph for assistance. 

Operators must make themselves familiar with their 
switch-board and cut-outs, so they can connect wires as 
directed by the testing operator. Always be sure that the 
testing operator has finished his directions before com- 
mencing to connect wires, or to remove ground wire. 
When directed to cross-connect, open, close or ground a 
wire, follow directions carefully. When they have been 
carried out say "now" and always keep an instrument on 
the wire on which instructions are being given, until 
communication is restored. Never connect wires vice 
versa unless directed to do so. Operators must invari- 
ably sign their office call when using the line for any 
purpose whatever. 

They will block all trains the required time apart, as 
provided in the rules, unless otherwise directed, and must 
keep a full set of signals in good order, and always ready 
for immediate use, and use them strictly in accordance 
with the rules and observe the rear of trains and report 
at once to the superintendent or train master if markers 
or red lights are not displayed as provided by the rules. 

When fixed signals become soiled or faded, operators 



TELEGRAPHY 57 

will report their condition to the superintendent or train 
master. 

Operators using positive block must not give a train 
that is blocked a clearance card., unless they are posi- 
tively sure that the train can proceed. 

The day operator will be held responsible for the work- 
ing condition of the train order signal. 

Operators will report the state of the weather in cases 
of rain, snow, fog or severe storm in their vicinity, day 
or night, to the train dispatcher. 

.Where two or more operators are employed, one must 
always be on duty. Operators going off duty must no- 
tify relieving operators of any undelivered orders, re- 
lieving operators receipting for them on the face of 
orders ; also notifying relieving operator of any unfin- 
ished business. 

Operators must not leave their offices before the arri- 
val of an expected train that is due, without permission 
of the train dispatcher. 

They must not leave their office while a train is at the 
station, unless required by business connected with the 
train. 

When they are given leave of absence, they must be- 
fore leaving, see that their substitutes are thoroughly 
acquainted with the duties of the office, the management 
of the switch-board, instruments, batteries, etc. 

Before opening a key, they must adjust the relay, using 
special care in wet weather, to make sure that the cir- 
cuit is not in use. 

They must in transmitting, write firmly, space care- 
fully and take every precaution to guard against mis- 
takes. 

They must use good judgment in working with inex- 



58 TELEGRAPHY 

perienced operators, and must regulate their speed of 
transmission to suit the capacity of the receiving, oper- 
ator, to avoid breaking, or possibility of error, and the 
consequent loss of time. 

They must not receive messages to be transmitted free, 
unless such message pertain to the business of the com- 
pany, and are signed by an officer, agent, or employe, ex- 
cept answers to such messengers. 

They must promptly deliver messages received, con- 
sider all messages confidential, and not permit them to 
be read by any person except those to whom they are 
addressed, nor make their contents the subject of conver- 
sation or remark. 

All messages not relating to the business of the com- 
pany must be paid for, unless otherwise ordered by the 
proper authority. 

They must record in the proper place upon the face 
of each message received and sent, the time, date, month 
and year, and the initials of the operator who received 
and sent it. 

No alterations, additions or erasures will be allowed on 
original messages after transmission, and they will be 
retained in the files, unless they are called for by the 
Superintendent or general officer or by Superintendent of 
Telegraph. If originals are called for, a copy must be 
left in the files, with a memorandum attached showing 
the disposition of the original. Railroad messages, after 
being transmitted, must be carefully filed daily, and pre- 
served for one year, unless otherwise directed. 

All telegrams received for delivery to an officer of the 
company, who may be en route upon the road, must be 
enclosed in a proper envelope and sealed, and addressed 
to him before delivery. 



TELEGRAPHY 59 

Operators should require persons leaving messages at 
their offices for transmission, to read them aloud before 
they are accepted. 

They must exhibit a courteous disposition at all times, 
in and about their offices, and over the wire, avoiding 
unnecessary conversation ; be polite to all and prompt in 
furnishing proper information to those entitled to it. 
The use of profane, obscene or ungentlemanly language 
over the wires, or in and about the company's offices, is 
positively prohibited. 

Students must not be allowed to enter or practice in an 
office without first obtaining permission from the Super- 
intendent of Telegraph. The attention of students must 
be called to all rules of the company, and particularly to 
those relating to the privacy of telegrams. 

The regular operators will be held responsible for any 
interruptions that may occur to the line, or delay to busi- 
ness, caused by incompetent or unauthorized persons 
using the instruments. 

THE DOUBLE ORDER SYSTEM. 

In the double order system, the dispatcher calls up all 
offices where orders can soonest be delivered to the train 
concerned, and sends the order to each at one transmis- 
sion ; the order being worded so that it serves for both 
trains. This system is considered the most reliable and 
less liable to error. 

Note — Among the points in its favor might be stated 
that the mental strain upon the dispatcher arising in the 
single order system where he has to keep several different 
orders in his mind at the same time, lest he gives different 
meeting points to different trains, thereby causing 



60 TELEGRAPHY 

wrecks, is entirely absent in the double order system. In 
preparing this order the dispatcher cannot possibly give 
different meeting points, as there is but one message to 
each train and being sent to both at one sending, each 
must get the same as the other. 

Thus we have several addresses; one for each train 
concerned which are transmitted in their respective 
order. 

GENERAL INSTRUCTIONS IN TRAIN ORDER WIRE WORK. 

Trains are addressed in train orders as follows : "Let 
HB" be the office call for Hannibal. In addressing an 
order to 2nd. No. 62 at Hannibal, the following form is 
used : "To HB C & E 2nd No. 62." For different trains 
at different stations, substitution is made for the different 
station office calls in the place of "HB" and the different 
trains in the place of "2nd. No. 62." 

Train orders are numbered in transmitting in succes- 
sion each day, No. 1 commencing at midnight. 



ORDER OF TRANSMISSION. 

Order No 

Trains addressed to at each station. 

Period. 

Body. 

Signature. 

Example of a simple train order as sent on the wire. 
Letters in the parenthesis () are sent, but not copied by 
the receiving operator. 



TELEGRAPHY 61 

(31 copy 3) Order No. 1. 
(to) HBC&E No 55 
(to) I C & E No 6 ( .) 

No 55 Eng 2S6 and No 6 Eng 13 will meet at Callao 
instead of Shelbina. (sig) F. W. H. 



ACKNOWLEDGMENT OF RECEIPT OF TRAIN ORDERS. 

When it is desirable to have the train of inferior right 
receive its orders and act upon them before the order is 
completed and delivered to the train of superior right, it 
is necessary for the dispatcher to receive an acknowledg- 
ment (from the operator who has the orders for the train 
of superior rights) that he will hold the superior train 
until they get the order before he can allow the train of 
inferior right to proceed. Example : 
No 65 No 66 

A. B. C 

Let us suppose that No. 65, the inferior train, is now 
waiting at station "A" and that No. 66, the superior train 
has not yet arrived at station "C," and they are to meet 
at station "B." Now if the dispatcher is sure that No. 
65, the inferior train, will get a copy of the order, he can 
allow operator at station "A" to repeat and complete his 
order first and No. 65 could leave station "A" and pro- 
ceed to the meeting point, which in case No. 65 was a 
heavy train, would greatly lessen the cause of delaying 
No. 66 at the meeting point. 

Thus for acknowledging receipt of a train order and 
assuring the dispatcher, the train addressed will be held 
until a copy is delivered the form of X ing is used as an 
abbreviated form. 



62 TELEGRAPHY 



ORDER OF X ING. 

Form and order No 

Your office call. 

Train addressed at your station. 

The letter "X." 

Your personal sign. 

Example of "Chillicothe" or "Hi" office X ing" Order 
No. i. K 3i No i HI C & E No. 6 X Go." 



ORDER OF REPEATING. 

Form and order No 

Your office call. 

Train addressed at your station. 

The letter "X." 

Your personal sign. 

Period. 

Body of the order. 

Conductor's signature and his train number. 

Example of "Hannibal" or "HB" office repeating 
Order No. i. "31 No 1 HB C & E No 55 X SN ( .) 
No 55 Eng 286 and No 6 Eng 13 will meet at Callao 
instead of Shelbina." 

Sig. Johnson condr trn No 55. 



HOW TO COPY ORDERS ON THE FORMS. 

Let us next make a careful study of the two following 
forms which are adopted as the standard for copying 
train orders. On the first "form 31," let us suppose that 



TELEGRAPHY 63 

Hannibal office is going to copy and using "HB" for his 
office call, "SN," for his personal sign. On the second 
"form 19," suppose that Chillicothe is going to copy and 
use "HL" for his office call, "Go" for his personal sign. 
The dispatcher after calling "HB" and receiving his re- 
ply, would say, "31 copy 3," meaning make three copies 
on form 31 ;" then after raising "HI" would say, "19 copy 
3," meaning "make 3 copies on form 19." Then he would 

start out with Order No , stating the number which 

we will suppose was 10; both operators would then put 
the number 10 on the blank space opposite the Order 

No The dispatcher would then address "HB" 

and give him his train address as follows : To HB C & 
E Exa 427 West. The operator at "HB" would then 
write after the word To The train ad- 
dress, C & E Exa 427 West and his station name "Han- 
nibal" after the word At The dispatcher 

would then address "HI" and say, "To HI C & E 2nd 
No 46," and make a period, indicating that he was ready 
to begin the body of the order. Operator at "HI" would 
fill in the form the same as "HB," only it would read "To 
C. & E. 2nd No 46 at Chillicothe." Commencing with the 
period, the dispatcher would send the body as follows : 

"Exa 427 West has right of track against 2nd No 46 
Eng 928 Hannibal to Callao." Sig F. W. H. 

Both operators would copy the body as sent in the 
space provided; at the conclusion of the dispatcher's ini- 
tials "F. W. H.," the dispatcher would address "HB" 
as follows : "To HBX." Operator at "HEB" would then 
take the wire and say, "31 No 10 HB C & C Exa 427 West 
X SN.' ; The dispatcher would then give him OK and 
the time as follows: "31 No 10 OK 751 PM F. W. H." 
Operator at "HB" would then write his initials and the 



64 TELEGRAPHY 

time after the letter X Opr M. 

The dispatcher after giving him OK, would address "HI" 
as follows: "To HI ga," Operator at "HI" would take 
the circuit and say, "19 No 10 HI C&E2nd No 46 X 
GO," make a period and repeat the body, giving his own 
name as signature. The dispatcher would then give him 
complete and the time as follows: "19 No 10 OK & 
complete J755 P M F. W. H." "To HB ga." Operator 
at "HI" would write the word complete after the word 

Made and the time 7 155 PM after the word 

Time and his name Gregory, before the word 

Opr., and also fill in the spaces X 

Opr M'., with his initials and the time. 

Operator at *'HV ' would then give the circuit as follows : 
"31 No 10," make a period and repeat the body giving 
the conductor's name and signature. The dispatcher 
would them give him complete as follows: "31 No 10 
complete 758 PM." F. W. H." Operator at "HB" would 
write the word Complete in the column headed "Made" 
and the time in the column headed "Time" and his name 
in the column headed "Operator." Each operator will 

fill in the blank places 190. . . . , without 

instructions from the dispatcher. 

It must be remembered that No. 31 order cannot be 
completed until the signature of the conductor, or person 
addressed is signed to the order, and the same has been 
transmitted to the dispatcher. Upon repeating back an 
order, if you have not yet the conductor's signature to send 
to the dispatcher, you will only receive the OK response 
and the time, which time goes in the space provided — 

Repeated M. After you have received the 

conductor's signature to an order, which you have al- 
ready repeated, you must then get the wire and repeat 



TELEGRAPHY 



65 



MISSOURI 

CENTRAL 

ROUTE 



19 



TRAIN ORDER No.. 



Chicago, 111., Aug 8th, 1 C)Q 4 



19 



To C & E 2nd No 4fi 



_Opr. 



At 


Chillicothe 




STATION. 




7:55 


p M. 



Exa 427 West has right of track against 
2nd No 46 Eng 928 Hannibal to Callao. 



CONDUCTOR AND ENGINEMAN MUST BOTH HAVE A COPY OF THIS ORDER. 



Mnrlo Complete time 7:55 P M 



Gregory, 



-Opt. 



66 



TELEGRAPHY 



MISSOURI 

CENTRAL 

ROUTE 



31 



TRAIN ORDER No- 



Chicago, 111. Aug, 8. 1 9Q 4. 



31 



To C & E Exa 427 West, 



J^^ Hannibal 



_Opr.. 



_M. 



Exa 427 West has right of track against 
2nd No 46 Eng 928 Hannibal to Callao, 



CONDUCTOR AND ENGINEMAN MUST BOTH HAVE A COPY OF THIS ORDFR. 



Repeated at_ 



M. 



CONDUCTOR 



OPERATOR 



TELEGRAPHY 67 

the same to the dispatcher in the following form: "31 
Order No 10 sig Jones trn Exa 427 West." The train 
dispatcher will then give you complete as follows: "31 
No 10 complete 758 PM F. W. H." 

TRAIN ORDER WIRE WORK. 

(As overheard on the wire from start to finish.) 

Meaning of the abbreviations used in the following: 

"HB"— Office call for Hannibal, "SN"— Operator's 
personal sign. 

"HI" — Office call for Chillicothe. "GO" — Operator's 
personal sign. 

"CU"— Dispatcher's office call. "F. W. H."— Dis- 
patcher's initials. 

"Hr — Here 29" — Train dispatcher, train orders. "31 
and 19" — Forms of orders." 

"Cy — Copy." "U — you." "& — and." 

Example of what would be heard go over the wire in 
the "X" order system as used in the previous order: 

(Dspr) Hr 29 HB HB HB 29 CU 

(Opr HB) I I HB 

(Dspr) 31 cy 3 u & HI 29 HI HI 29 CU HI 

(Opr HI) I I HI 

(Dspr) 19 cy 3 ( .) 

Order No 10 

To HB C & E Exa 427 West 

To HI C & E 2nd No 46 ( .) ( .) 

Exa 427 West has right of track against 2nd No 46 
Erig 928 Hannibal to Callao. Sig F. W. H. 

To HB X CU 
_ (Opr HB) 31 No 10 HB C & E Exa 427 West X SN 
1 Ctiispr) 31 No 10 OK 751 PM F. W. H. To HI ga 



6S TELEGRAPHY 

(Opr HI) 19 No 10 HI C & E 2nd No 46 X GO ( .) 

Exa 427 West has right of track against 2nd No 46 
Eng 928 Hannibal to Callao. (.) Sig Gregory. 

(Dspr) OK Hr msg CU FW 

Fm Chicago 10 

To condr 2nd No 46 (.) 

Leave one large box for hay at Shelbina, and one spl 
stock car at Callao (.) 

(Sig) F W H 

19 No 10 complete 755 PM F. W. H. to HB ga (.) 

(Opr HB) 31 No 10 ( .) 

Exa 427 West has right of track against 2nd No 46 
Eng 928 Hannibal to Callao (.) 

Sig Jones trn Exa 427 West 

(Dspr) Hr Clip CU FW 

Fr Chicago 10 

To condr Exa 427 West (.) 

Pick up 2 cars cattle at Palmyra Jet and take them 
through (.) Sig F. W. H. 

31 No 10 complete 758 PM F. W. H. 29 CU HI HI 
29 CU 

(Opr HI) I I HI 

(Dspr) OS 

(Opr HI) OS OS HI 2nd No 46 by 801 HI 

(Dspr) OK CU 

BREAKING IN TRAIN ORDERS. 

Breaking is to open the key and stop the sending 
operator when you miss a letter or word. In breaking 
in an order should you miss the order No, say "No"; 
in the address say, "To" ADDING YOUR OFFICE 
CALL; in the beginning of the body, say, "period ( .)"; 



TELEGRAPHY 69 

in the body give the last word received ; in the signature, 
say, "sig." 

(For other forms of Train orders, see Standard Code 
as revised by the American Railway Association, in 
another portion of this book.) 

RAILROAD TELEGRAMS. 

Railroad telegrams or messages are those which are 
sent and revised between officials, agents and other em- 
ployees of a railroad company, and pertain strictly to 
business of the company. They have no checks, and no 
record is made of them, are brief and concise as possible 
and usually composed of many abbreviations, are ad- 
dressed and signed with full names, except when limited 
to one division, in which case initials are generally used. 

Each message received must show on its face from 
which office it was sent, the signatures of both sending 
and receiving operators and the time received. 

Telegrams addressed to persons on trains (except 
those addressed to train men) must be enclosed in sealed 
envelopes. The contents of all telegrams must be held 
strictly confidential. 

GENERAL INSTRUCTIONS IN RAILWAY MESSAGE WIRE WORK. 

The signals "Hr," "Anr," or "Ahr," are used to an- 
nounce the beginning of a message, and to the operator 
seem as plain as for some one to say, "Here" or "Here is 
another," sometimes they say, "Hr msg" or "Hr clip" ; 
any of the above terms mean get your message blank, 
here is a message for you. Following this will be sent 
the office call, of the sending office, then the personal 
sign of the sending operator; following his sign will 



70 TELEGRAPHY 

come the signal "Fm" or "Fr," which announces that 
the place from which it is being sent and the date will 
follow, following the date the signal "To" announces 
that the address will follow; following the address the 
signal "period (.)" announces that the body will follow, 
at the conclusion of the body the signal "sig," announces 
that the signature will follow. The above signals are 
sent by the sending operator, but never copied by the re- 
ceiving operator. 

ORDER OF TRANSMISSION. 

Office call of sending office. 

The sending operator's personal sign. 

Place from and date. 

Address of the message. 

Body. 

Signature. 

Example of how a Railway message is transmitted. 
The combinations of letters enclosed in the parenthesis 
( ) are sent by the sending operator, but not copied by 
the receiving operator. 

(Hr msg) HB SN 

(Fm) Hannibal 12 

(To) Bloomdahl, Sect 4 man, HI ( .) 

Go to Shelbina and help raise track next week work 
5 men. (Sig) J. B. D., R. M. 

HOW TO COPY MESSAGES ON THE FORMS. 

Let us now make a study of the following form which 
will be found similar to that used on most roads. Let 
Hannibal be the sending office, "HB" the office call, and 
"SN" the operator's personal sign. Let Chillicothe be 
the receiving office, "HP' the office call, and "GO" his 



TELEGRAPHY 71 

personal sign. After calling "HI" and receiving his re- 
ply, "HB" would say, "Hr msg," meaning get your blank 
I have a message for you ; following this he would give 
his office call "HB" which the operator at "HI" would 
place in the space under the words office call, next he 
would give his personal sign, "SN," which the operator 
at "HI" would place in the space under the words Sent 
By, and under the words Received By, he would put his 
own personal sign "GO," and the time received in the 
space under the word Time, then the operator at "HB" 
would say, "FM Hannibal 12," operator at "HI" would 

then write Hannibal 12 opposite the word From 

and also the year in the place provided 19. ... ; then ope- 
rator at "HB" would say, "To Agt HI," the operator at 
"HI" would place the abbreviation "Agt' after the word 

To and his office call, "HI" after the word 

At , the operator at "HB" would then make 

a "Period ( .)," which announces the beginning of the 
body of the message and send the body and signature 
as follows: 

Pis advise how many psngrs for the excn tomorrow 
Sig. W. D. B. 

The operator at "HI" would copy the body and signa- 
ture on the blank space provided for that purpose, and 
would acknowledge receipt of the message by giving the 
signal OK, his personal sign and his office call as follows : 
OK GO HI. After receiving the OK and his personal 
sign, the operator at "HB" would time the message by 
placing on its face the receiving office call, the receiving 
operator's personal sign, his own personal sign and the 
time as follows: HI 132 PM SN GO. 

In copying messages, you should always place your 
personal sign and the time received, in the proper places 



7^ 



TELEGRAPHY 






CD 
U 

5 1 



o 





# 




s 


w 


Ph 


S 


03 


H 


to 




•• 




r-{ 


X 




pq 




C 




a 


O 


> 


C5 


s 




a 




w 




« 




t* 




pq 
Eh 


S 


£ 


m 


H 




aj 




hJ 




h-l 




<U 




O 




m 


PQ 


o 


33 


fa 




fa 




c 









03 



CO 
fit 
•H 

a 

CO 

re 



s 

o 

u 



if 



o 

o 

s 

o 

+-> 

o 

CD 
O 
•P 

o 

CO 
U 

CO 

ft 
& 

CO 

a 

o 

o 

CO 
•H 
> 

CO 

CO 
H 



pq 



O 



TELEGRAPHY j$ 

at the same time you are receiving it, then it will never 
be omitted. This will be found quite difficult at first, but 
by careful practice from the start it can soon be mastered. 

BREAKING IN RAILWAY MESSAGES. 

When breaking in railway messages, should you miss 
the "office call" of the sending office, say "sine" ; the per- 
sonal sign of the sending operator, say, "wo" ; the name 
of the place from which it was sent, say "fm" ; in the 
date say, "date"*; in the name or initials of the address 
say, "to"; in the beginning of the body, say, "period (.)"; 
in the body, give the last word received ; in the signature, 
say "sig." 

TELEGRAPH REPORT CALLED "THE SOUP TICKET" 

a 

CallaO Station 8/16 190 7, 

''Train No. Exa 927 East Engine No. 927 

Arr. 3 10 A M. Dep. 3 28 AM. 

LOADS EMPTIES PASSENGER 

stock 15 N«W. Mail and baggage 

Time Freights 4 Foreigns H Coaches 

D Freight 807 Tons Sleepers 

WilSOn Conductor. 

The above report would be sent as follows : 
(Hr soup tkt) CL AM "S" "4:08 PM." 
(fm) Callao 16 (.) 

Trn exa 927 East a 310 d 328 L'ds 15 Time Frt 4 Mts 
Fgn 11 Total Tons 807. (sig) Wilson. 



74 



TELEGRAPHY 
THE DETAIL TRAIN REPORT 



To the Train Dispatcher: 

Chillicothe 8/16 i 90 6 

Train 116 Left 4 1 10 PM . Engine 896 

Engineer L S M Organ Conductor King 

LOADS. 

Give contents and destination of each load and state when 
carded, or Time Freight. Give route of Eastern Time Freight. 



No. lbs. 


Contents 


Destination 


Time 


Route 


Ton- 
nage 


17 


Sheep 


Kansas City 






450 


11 


Hogs 


( c 






330 


1 


Horse 


Omaha Stk Yd 




U P Trns 


30 



EMPTIES. 



Give initials, Kind of Cars, Destination, and Size of Local 
Box and Stocks. 



No. Mts. 


Initials 


Kind 


Destination 


Size 


Tonnage 


4 


C & N W 


Box 


Home 




48 



King Cond'r or Agt. 



TELEGRAPHY 75 

Detail train reports are started the same as "soup 
tickets," and are sent directly across the page with period 
made at the end of each line; when through sending, the 
loads announce the Empties. Example : 

(Hr. detail) HI BN "ON" "125 PM." 

(fm) Chillicothe 16 

(to) Dspr ( .) 
Trn 116 d 4 10 PM Eng 896 Engr L S Morgan 

Has Lds 17 Sheep Kansas City, Tons 450 ( .) 
11 Hogs do Tons 330 ( .) 

1 Horse Stk Yds Via U P Trains Tons 30 

(•) 
Mts 4 C & N W Bx Home Tons 48. Sig King. 

CAR REPORT LOCAL. 

These reports differ in form on different roads, but 
the principle is the same. 

In sending this report, announce it as "cars," sign 
your office call and then send the letter over such part 
of the report as you have to fill out. Example : B 2 E 
1 M 3 Q 4 R 12 U 3 V 8, and again sign your office 
call. The operator in the dispatcher's office has a similar 
form upon which he places the numbers under the letters 
as you name them. 



7 6 



TELEGRAPHY 























e3 


M 








X! 








fe 






M 


fe 






















TJ 






M 


« 








H 


c 
c 


M 




2 

02 


o 


£ 




"O 




o 






O 






V 

3 


m 








o 




























EH 








S 




o 
o 

QQ 


r- 






o 


f> 


00 


e 

1 
15 
















« 








« 






"O 




O 








o 


p 


to 


<d 




pq 








PQ 






w 


>> 


















































a 




OS 


w 






OS 


Eh 




& 




Ph 








fe 






u 
4) 






















-o 






< 


T3 






V 


H 


o 


G 




a 
o 


OQ 




■8 


W 


o 






ffl 


O. 






> 











55 








g 








O 








s 




JS4 

o 

o 

02 


Ph 




Eh 
Ph 


o 

o 





03 
H 




i 










W 
























=5 






































o 


H 


H 




X 
O 


or 


^ 







CQ 








PQ 






So 

! 






















































s 


Q 






5 


Pm 




X. 



































s 

.a 




t3 


O 




Q 


-a 
a 
o 


o 




H 


O 






< 


& 






"B 


fe 








O 








ta 


< 

GO 
M 

o 














e 


44 
o 
o 
02 


PQ 


03 


55 
P 

O 
Eh 


M 

o 
o 
02 


55 




1 

s 

JB 


'o 


<J 




O 


• a 


to 




PQ 








pq 












TELEGRAPHY 



77 



CAR REPORT FOREIGN. 



Orders for foreign cars are addressed to the train dis- 
patcher but must be on the foreign report. The dispatcher 
then turns the foreign report over to the Car Service 
Agent. 



Received From 


Time Received 


Sent By 


Received By 


CN 


3:25 PM. 


G 


AS 


From West Chicago 111 16 


To F.W.H. Chgo 


Order No. 4 Time Filed 3 1 15 PM 


A. Cars Wanted i(Number) One 


b. initials Mather 


c. class of Cars wanted Feed & Water 


D. Size of Cars wanted 36 ft 


E. Where Wanted West ChgO 


F. Date wanted 19 


g. To be loaded with Export Cattle 


h. Destination New York City 


j. How routed Via Chgo & M C Ry 


signed M Cannon 








Agent. 



In sending the above report, it should be announced 
by the Form Number, or as Foreign and send as follows ; 



78 TELEGRAPHY 

(Hr 46) CN G "AS" 

(fm) West Chicago in 16 

(to) F. W. H. Chgo 

Order No 4 Filed 315 PM 

A One 

B Mather 

C F & W 

D 36 ft 

E West Chgo 

F 19 

G Export Cattle 

J Via Chgo &MCRy 

Sig M Cannon Agt. 

An accident report will be sent similar to the above by 
cipher letter ; they are used to save time ; at the same 
time to give clear account of what is wanted. 



GENERAL INSTRUCTIONS IN COMMERCIAL MESSAGE WORK. 

In handling commercial messages in the ordinary tele- 
graph office, two sets oi message blanks are used; each 
set is composed of one sending, and one receiving mes- 
sage form, the sending and receiving forms in each set 
are exactly alike. One set, which is used for Day mes- 
sages, is printed in black ink, and is called Black, or day 
message forms; the other, which is used for Night mes- 
sages, is printed in red ink, and is called Red, or Night 
message forms. 

A message addressed to a place to which it is being 
sent (one which is not to be relayed or transferred), is 
called a CITY. 

A message addressed to some place other than the place 



TELEGRAPHY 79 

to which it is being sent, (one which is to be relayed or 
transferred), is called a THROUGH. 

A message will be understood to be a Day, or on a 
black form, unless the word Red or Night, is made in 
the signals announcing the beginning of the message. 

If we have a day message addressed to some person in 
Chicago, and we can by using our line or wire, communi- 
cate direct with Chicago office, as soon as the operator 
at Chicago would answer his call, we would give him the 
following signals, "Hr city." He would at once know 
that we have a Day message addressed to some person 
in Chicago, and would copy on the black form. In case 
it was a night message, we would say, "Hr city red," or 
"Hr city nite," in which case he would copy on the 
night message form. 

If our message was a day and addressed to some per- 
son in Boston, Mass., and Chicago was our relay office, 
we would say, "Hr tru." The operator at Chicago would 
at once know we have a message to be copied on the day 
form which is to be relayed or sent on some other line 
from his office to destination. In case the message was a 
night, we would say, "Hr tru red," or "Hr tru nite." He 
would then copy on the night message form. 

Thus we have the following signals which are used to 
announce the beginning of a message : 

Hr city Black form 

Hr tru Black form 

Hr city red Red form 

Hr tru red Red form 

Hr city govt Black form 

Hr tru govt *. Black form 

Hr city red govt Red form 



80 TELEGRAPHY 

Hr tru red govt Red form 

Hr Cable . . Cable form 

Any of the above signals mean get your message 
blanks, I have a message for you, and are sent by the 
sending operator but never copied by the receiving oper- 
ator. Messages between the larger offices, which have 
considerable business, are numbered commencing with 
No. i at the opening. Sent messages to each office being 
numbered separately, received messages from each office 
being numbered separately. 

After the signals announcing the beginning of a mes- 
sage, will be sent the number of the message and the 
office call of the sending office, then the sending operat- 
or's sign; following his sign "ck" indicates the check 
which gives the number of words subject to tariff, and 
tells whether a message is paid, to be collected, or free ; 
(if free, explaining why) will follow; then the signal 
"fm" announces the place from and the date will follow, 
then the signal "to" announces that the address will 
follow; then the signal "period ( .)" announces the be- 
ginning of the body will follow ; then the "sig" announces 
that the signature will follow. 



ORDER OF TRANSMISSION. 

1. The number of the message and official call of the 
sending office. 

2. The sending operator's personal sign. 

3. The check of the message. 

4. The place from and date of the message. 

5. The address of the message. 

6. The body of the message. 



TELEGRAPHY 81 

7. The signature of the message. 

Example of transmitting a simple commercial message : 

Kr city No 1 BN AH ch 5 Paid 

fm Shelbina No 19 

to Adams Bros. & Co. 

Brookfield, Mo. 
Will arrive five ten tomorrow. Sig James Parker. 

THE SENDING FORM. ■ 

Let us now make a study of the following form, which 
being printed in black ink, and a sending form, indicates 
that it is a day sending blank. 

Receiver's No. refers to whoever accepts or re- 
ceived the message from the customer. In the large 
commercial offices, the person who accepts the messages 
from the public is known as the receiving clerk, and he 
would place under the words, "Receiver's No." his per- 
sonal sign and also number it. Operators at small sta- 
tions would place only their personal sign under the 
words, "Receiver's No." The object being to have the 
sign of the person who receives the message from the 
customer, upon the blank, in case the message be not 
understood the same can be referred to him. 

Time Filed refers to the time the message was 
presented by the sender at the sending office for transmis- 
sion, but has no reference to the time it is transmitted by 
wire. 

Check refers to the number of words contained in the 
message which are to be counted and charged for, except 
in the case of collect message. The word "collect" is 
added in the check to assist in indicating that the tolls 
of the message are to be collected. The word collect in 
the check of the message is never charged for. 



TELEGRAPHY 



Z 
< 

cu 

O 
u 

I 

QU 
< 

(J 
U 

Z8« 

z ° 

D 

Z 

05 

u 



o 



Of s »! 

o f!i 

Ill * 2 i 

1 Ifl 

J fit? 

«* |I| 

O |<s 3 

111 aha 

o Hi 
£ Hi 



o 

2 



S 



2 lilll 
2 liili 



a El*' 

O s^* 

o SHI 

_J* cj-° CD 

TO §5 2^ 

w I SSI 



a 
> 

u 



TELEGRAPHY 83 

Let us now presume that the above message has been 
presented at Chillicothe, Mo., office for transmission, and 
as it meets all the requirements of Rule 1, the operator 
will observe Rule 2 and see that the month, and the day, 
are correctly noted thereon ; by referring to his time-piece 
he finds the time it was presented to him to be sent was 
9:19 A. M., which he will place under the words, "Time 
Filed" ; he will place his personal sign, which we will 
presume as "AH," under the words "Receiver's No." 
Now by carefully reading every word, he finds according 
to Rules 3 t o 8 inclusive, there are six words to be 
counted and charged for, which makes the check 6 paid. 
If the sender had desired it sent collect, and met all the 
requirements of Rule 13, he would have made the check 
7 collect, instead of 6 paid. 

He should obtain and file the address of the sender, if 
not well known, in case any reply or service should be 
received pertaining to the message,- the sender can be 
notified. 

RECEIVING FORM AND HOW TO COPY ON THE SAME. 

Let us presume that the operator at Chillicothe, who 
has the message for Brookfield, sends it over the wire 
while the operator at Brookfield makes a copy of the 
same on the receiving form below. Office call for Chilli- 
cothe, "HI;" Brookfield^ "BF;" Operator's personal sign 
at Chillicothe, "H;" Brookfield, "VC." 

RECEIVING FORM. 

After calling "BF" and receiving his reply, operator at 
"HI" would say, "Hr city." The operator at "BF" 
would at once know that "HI" had a message for him, 



8 4 



TELEGRAPHY 



>- 
Z 
< 
OU 

O 
(J 

X 

< 
o 

u 

-J 

H 
Z 

o 

z 

D 
Z 
W 

en 

W 

£ 

W 

X 
H 



O 

0> 



-I 
< 

O 
I- 

U 

o 

> 
u 

E -J 

om 

a S 

a ^ 
OO 






o 
o 
q 

5 



I 0) 

h ■ ■ 



3 * 

V u 

M 1J 



W ^ 



s« 

c/) 



TELEGRAPHY 85 

and it is a day message, and to be copied on a day mes- 
sage form. He would, therefore, get the above form 
and copy as follows : Operator at "HI" after giving him 
the signal "Hr city," would send the number of the mes- 
sage, and his office call which being the first message to- 
day would be "No 1 HI." Operator at "BF" would 
write "1 HI," under the word number, operator at "HI" 
would then send his personal sign "AH," which the 
operator at "BF" would write under words, "Sent By," 
and would write under his own personal sign "VC" 
under the words "Received By," operator at "HI" ; would 
then say, "Ck 6 Paid." Operator at "BF" would write, 
"6 Paid" under the word "Check"; operator at "HI" 
would then say, "fm Chillicothe Mo 19." Operator at 
"BF" would write "Chillicothe Mo 19" on the same line 

after the word, "Dated " ; operator at 

"HI" would then say, "to James Perkins." Operator at 
"BF" would write the name of "James Perkins" after the 
word "To" ; operator at "HI" would then make a "com- 
ma ( ,)" which in this case means to the receiving opera- 
tor, drop a line for the address, following the comma the 
operator at "HI" would say, "931 Main St." The opera- 
tor at "BF" would write on the line below the name com- 
mencing about half way under the name, "931 Main St," 
operator at "HI" would make another "comma ( ,) 
Brookfield, Mo." Operator at "BF" would observe the 
comma this time also and commence about half way 
under the street address and write, "Brookfield, Mo."; 
operator at "HI" would then make a "period ( .)" and 
send the body and signature as follows: "Come home at 
once mother worse sig Walter Perkins." Operator at 
"BF" would then copy the body and signature on the 
blank space provided for that purpose, omitting the ab- 



86 TELEGRAPHY 

breviation "sig." On the line, "Received at 

190. ." the operator at "BF" will observe Rule 32 and 
place "Brookfield, Mo!, 9.25 A. M., July 19, 1904," and 
will count the number of words in the body of the mes- 
sage, see that they agree with the check, and otherwise 
satisfy himself that the message is correct in every way, 
and then will acknowledge receipt of the same by giving 
the signal OK, his personal sign and office call as follows : 
"OK VC BF." The operator at "HI" will time his sent 
copy according to the following form. 






TELEGRAPHY % 7 

TIMING OF SENT COPIES. 

Copies of sent messages when transmitted should be 
timed in the following form: i BF 9.25 AM AH VC 
"1" is the number of the message to Brookfield office on 
that day; "BF" the office call for Brookfield to which 
the message is being sent ; "9 125 A. M." the time trans- 
mitted; "AH" the sending operator's personal sign; and 
"VC" the receiving operator's personal sign. 

It is quite customary for the sending operator to place 
this form upon the sending blank with his left hand while 
transmitting the message with the right. It is found 
quite difficult for operators of considerable experience but 
with constant trials the beginner can soon master this im- 
portant step. 

BREAKING IN COMMERCIAL MESSAGES. 

When .breaking in commercial messages, should you 
miss in the message number, say — "No ;" in the sending 
operator's personal signal say — "wo ;" in the check, say 
— "ck ;" in the name of the place from which it was sent 
say — "fm ;" in the state, — say "state ;" m the date, say— 
"date ;" in the name of the addressee, say — "to ;" in the 
street number, or in the case of the party in whose care 
addressed, say — "comma (,) ;" in the beginning of the 
body or text, say ("period (.) ;" in the body or text give 
the last word received ; in the signature, say "sig." If 
for any reason you should fail to receive a message after 
a part or all of it has been transmitted, or in case you 
make a "bull" in your copy which would make it neces- 
sary to have the message repeated, say — "ga anr" or 
"ga ahr." 



88 TELEGRAPHY 



MISTAKES IN CHECKS. 



Suppose that in the following message either the send- 
ing operator had failed to send, or the receiving operator 
had failed to copy, the word "wire." 
21 MD CR BP 10 Paid. 
Madison Wis. 22 
James Person, 

Kankakee, 111. 
Can you meet me Great Northern Chicago Monday 
wire answer. 

Milton Clark, 

10:14 AM. 

The receiving operator would at once discover that 
there was only nine words, in which case he would say, 
"9 w," meaning I have only "9 words." The sending 
operator would review his copy and find ten words, and 
would say "ck 10 Paid and make a period and repeat the 
first letter of each word as follows : c y m m g n c m w 
a." By following each letter closely the receiving opera- 
tor would discover that he had no word which com- 
menced with "w" after the word Monday and would say 
"ga monday;" the sending operator would repeat "mon- 
day wire answer" and the error would be corrected* 



COMMERCIAL MESSAGES EXPLAINED. 

In the following messages the combinations of letters 
inclosed in the parenthesis () are sent by the sending 
operator, but not copied by the receiving operator ; those 
in quotations " " are copied by the receiving operator, 
but not sent by the sending operator. 



TELEGRAPHY 



MORE THAN ONE ADDRESS. 



When a message is addressed to two persons in the 
same place or town and delivery is to be made to each, 
it will be charged for as two messages. 

Example : 

(Sturges receives city.) 
(Hr city mk 2 cys No) 1 BN AN "HW" (ck) 10 Paid, 
(fm) Hannibal Mo 22 
(to) C L Brown and Geo Clark, 

Sturges, Mo. 
(.) Meet me Kansas City Hudson House Eleven oclock 
Monday bring papers. 

(sig) P D Kitt 
"11:15 AM" 



The manner of transmitting the above message will 
be determined by the manager or chief operator of the 
sending office. It may be sent to both persons at one 
transmission, or to each one separately ; if only one trans- 
mission is made the sending operator who makes the last 
transmission should tell the receiving operator to make 
2 copies, as follows: (Hr city mk 2 cys) so he may at 
one writing with manifold make a copy for each address. 

When a message is addressed to two persons in the 
same place or town and delivery is to be made to eithc_*, 
it will be charged as only one message, but the second 
address together with the connecting word "or" will be 
included in the count and charged for. 



9 o TELEGRAPHY 

Example : 

(Brookfield received city.) 
(Hr city No) 4 MR ED "RD" (ck) 14 Paid 3 exa wds. 
(fm) Palmyra Mo 22 
(to) J K Wheeler, or Ed Page, 

Care Bacon Elevator, 

Brookfield Mo 
(.) Phone Ella I bought load mules waiting for car home 
tomorrow. 

(sig) Wm Hopper 

"12 K Noon" 

In the above message we have 3 extra words which are 
the three extra words in the address, "or Ed Page" while 
there are only eleven body words. They are called extra 
words because they are not a part of the body, yet must 
be counted and charged for ; therefore, they are men- 
tioned in the check as extra words. All words in a mes- 
sage which according to the rules must be counted and 
charged for, and are not in the body, are mentioned in 
the check as so many extra words. 

STREET ADDRESSES. 

Great care should be taken to obtain from the sender a 
good, clear address for each message. The importance 
of the address cannot be over-estimated. When the ad- 
dress given seems insufficient a better one should be re- 
quested. Example : 

(Moberley receives City.) 
(Hr City No) 41 BF FS "JK" (ck) 8 Paid 
(fm) Brookfield Mo 22 
(to) M L Quinn, 



TELEGRAPHY 91 

Traveling salesman for Hibbard Spencer Bartlett & Co., 
Try Hotels and 326 Wentworth Ave., 
Moberley, Mo. 
(.) Go to St Louis first train meet George answer, 
(sig) Mrs M L Quinn 
"3:15 PM" 

In the above address it might seem that extra -words 
appear to be used, but whenever it is necessary to make a 
lengthy address, which will insure prompt delivery, do so 
rather than necessitate sending several service messages. 



MORE THAN ONE SIGNATURE. 

Whenever a message has two or more signatures and 
they are not in the nature of a firm, Mr & Mrs, or John 
Smith & Family, all will be counted and charged for ex- 
cept the last. Example : 

(Shelbina receives City.) 
(Hr city No) 16 GH OA "HX" (ck) 16 paid 3 exa wds. 
(fm) Birmingham Mo 22 
(to) Rev A L Appleby, 

Pastor M E Church 

Shelbina, Mo 
(.) Will you meet our Sunday School at picnic at Seven 
Oak Farm Friday. 

(sig) S M McGee, Elmer Ford. 
"4:25 PM" 

In this message we also have 3 extra words, as we 
count and charge for all signatures when there are more 
than one except the last. 



92 TELEGRAPHY 

TITLE WORDS. 

Whenever a signature has a title of more than two 
words or whenever there are words after the signature 
which are not title words, each word will be counted 
and charged for. Example: 

(Hannibal received Relayed.) 
(Hr tru No) 23 BN WR "GR" (ck) 12 Collect 3 exa wds 
(fm) St Louis Mo 22 
(to) Melvin Clarksdale, 

On Train No 6, H & St J Ry, 
Monroe Mo 
(.) Work Shelbina Geo Thompson here have wired firm. 
(Sig) Geo M. Holder, 
Agent Deering Machine Co 

"8:29 AM" 

In the above message we have four words after the 
signature, only one of them being a title word, "Agent" 
(which is allowed free) therefore, we count and charge 
for "Deering Machine Co" as 3 extra words together 
with 8 body words and the word "collect" in the check 
which is counted but not charged for. 

REPORTING DELIVERY. 

Whenever the sender of a message wishes the company 
to notify him of its delivery. 

Example. 

(Kansas City receives Relayed.) 
(Hr tru No) 8 CL CR "RG" (ck) 18 Paid 2 exa wds 

Rept Dely 



TELEGRAPHY 93 

(fm) Chicago 111 22 
(to) Dr J B Freeman, 
68 Main St, 
Macon, Mo 
(.) Will send papers today Title will have to be made 
perfect before I can accept it. 

(sig) Dr N J Moreland, 
"12:27 PM" 

In the above message there are two extra words in 
the check "Rept Dely" which are counted and charged for 
and placed there by the sending office to notify the re- 
ceiving office, that a notice of delivery must be given. 

Example : 

(Kansas City receives Relayed.) 
(Hr tru No) 3 CN RG "CR" (ck) 11 collect 
(fm) Macon Mo 22 
(to) Dr N J Moreland 

Chicago, 111. 
(.) Delivered your message to Dr J B Freeman nine AM. 
(sig) L S McDonald, 
Manager "2:10 PM" 

REPEATED MESSAGE. 

Whenever the sender wishes his message repeated or 
telegraphed back to the originating office for compari- 
son. 

Example : 

(Kansas City receives City.) 
(Hr city No) 9 GH NS "G" (ck) 11 Paid 2 exa wds 

Rept Bk 
(fm) Birmingham Mo 22 



94 TELEGRAPHY 

(to) Adams Bros & Co, 

Kansas City Mo 
(.) Send by express Range casting twenty nine fifty four, 
(sig) Field Hdw Co. 

"7:14 PM." 

In the check of the above message there are two extra 
words "rept Back" which are counted and charged for. 
They are placed in the check by the sending office to 
notify the receiving office, that the message must be re- 
peated for comparison, which should be done immediate- 
ly before giving OK. A half rate will be charged for the 
repetition in addition to the charge for the message. 

SPECIAL DELIVERY. 

Delivery charges to be paid by the sender. 

Whenever a message is to be especially delivered be- 
yond the free delivery limits of the terminal ofiice, and 
for which the delivery charges are not given in the 
tariff book and the charges are to be paid by the sender. 

Example : 

(Bucklin received City) 
(Hr city No) 12 CD SR "B" (ck) 11 Paid exa wds 

Rept Dely Chgs 
(fm) Laclede Mo 22 
(to) LA Martin, 
31-2 miles southeast town, 
Bucklin, Mo 
(.) When can you meet me to arrange contract, 
(sig) George Perdin. 

"10:18 AM". 

The above message is to be delivered by special mes- 
senger 3 1-2 miles southeast of Bucklin Mo and the 



TELEGRAPHY 95 

charges are to be paid by the sender. In which case 
the sending office inserts in the check the word "Rept 
Dely Chgs" which are counted and charged for. They 
are placed in the check to notify the receiving office to 
have the message delivered and notify them by Service 
of the amount of charges so they can be collected from 
the sender. 

When the charges are to be paid by the addressee. 

Whenever a message is to be specially delivered beyond 
the free delivery limits of the terminal office, and for 
which the delivery charges are not given in the tariff 
book, and the charges are to be paid by the addressee. 

Example : 

(Ottumwa receives relayed) 
(Hr tru No) 5 CR MK "JF" (ck) 12 Paid 3 exa wds 

Dely Chgs Gtd. 
(fm)Des Moines Ioa 22 
(to) SO Warren, 

Cattle Breeder 5 miles east, Chillicothe, Mo 
(.) Offer twenty five good steers average four five 
twenty. 

(sig) W A Drake, 

"9:03 AM" 

In this message we also have 3 extra words in the 
check "Dely Chgs Gtd" which are counted and charged 
for and placed there by the sending office to notify the 
receiving office, that the charges are guaranteed, but 
should be paid by the addressee. 

EXTRA DATES. 

Whenever a message is to be forwarded according to 
Rules. The name of the originating office and the date 



96 TELEGRAPHY 

will be counted and charged for as a part of the mes- 
sage. Example : 

(As message appears when first received at Boston.) 
25 BN FN WR 11 Collect 
Buffalo N Y 22 
John Brown, 
Transient, 

Boston, Mass. 
Meet me next Monday at ten oclock in the forenoon. 

H Smith, 
8:19 AM 

For example, if the above message had been sent by 
"this" line from Buffalo to Boston, and John Brown 
had left Boston before the message arrived and had left 
a request, that all messages received for him be for- 
warded care Hudson House, Fall River, Mass. Boston 
would mark out certain words and add others as per 
following example : 

8:25 AM 15 

25 BN FN WR 11 Collect 33 & 35 4 exa wds. 

Buffalo, N.Y. 22, Via Boston Mass. 22 
John Brown, 

Transient Care Hudson House, 

Boston, Maoo . Fall Biver, Mass. 

Meet me next Monday, at ten o'clock in the forenoon. 

H. Smijbh, 
8:i9 AM 
(As message appears marked ready to forward.) 



TELEGRAPHY 97 

You will notice in the above message four extra words 
appear which are the originating office and the date 
(Buffalo, N. Y. 22) which are to be counted and 
charged for. In the check, numbers appear which are 
the tolls to be collected. Suppose the rate from Buf- 
falo to Boston to be 35 and 2 and from Boston to Fall 
River 25 and 2: then a 11 collect message from Buffalo 
to Boston would cost 35c and a 15 collect message from : 
Boston to Fall River 33c. The message being a "re- 
ceived collect" message, in which case Boston would 
check it so the rate from Boston to Fall River which is 
33c would appear in the check first, as the "this" line 
tolls, and the rate from Buffalo to Boston which is 35c 
would appear in the check second, as the "other" line 
tolls. 

(As message appears when copied at Fall River.) 
B FB P 15 Colect 33 & 35 4 exa wds. 
Buffalo N Y. 22, Via Boston, Mass. 22, 
John Brown, 

Care Hudson House, 
Fall River, Mass. 
Meet me next Monday at ten oclock in the forenoon. 

H Smith 
8:39 AM. 

Fall River would deliver and collect from Brown 33 
& 35 or the total 68c. 

OTHER LINE MESSAGES. 

Whenever a message is to go over any "other" lines to 
reach the destination, the name of the transfer station 
should appear on the check from the originating office to 
the transfer office. Example: 



98 TELEGRAPHY 

(Kansas City receives Relayed.) 
(Hr tru No) 7 HI MS "WF" (ck) 7 Paid Via St Louis 
(fm) Chillicothe Mo 22 
(to) Alvin Perryman, 

Ballwin, Mo 
(.) Meet George St Louis Friday important business 
answer. 

(sig.) M L Hardlin, 

"8:28 AM" 

In the check of the above message we have the words 
"Via St. Louis" which are not counted or charged for, 
only placed in the check to indicate that the message is 
paid Via St. Louis. 



Whenever a message is received over "other" lines at 
the proper station indicated by the tariff book, the name 
of the transfer office and also the date should appear on 
the same line with the originating office. Example: 

(Chillicothe receives City.) 
(Hr city No) 12 KC WF "MS" (ck) 9 Collect an ans 
(fm) Ballwin Mo 22 Via St Louis Mo 22 
(to) M L Hardlin, 

Chillicothe Mo 
( .) Will meet George Union Station ticket office Friday, 
(sig) Alvin Perryman, 

"1 :28 PM" 

It might seem in the above message that there were 
extra dates, but by referring to the tariff book we find 
that St. Louis is one of the proper places for a message 
from Ballwin to reach this Company's lines, and it is 
placed there, so the office of destination may know both 



TELEGRAPHY 99 

the originating and the transfer office, in order that the 
toils may be computed Via the transfer office. 

You will note that the above message is an answer to 
the preceding message and it is customary to send the 
answer to a message, when such message makes some 
request of the addressee, collect. In the check we find 
the words "an answer" which are placed there to remind 
the receiving office that it is an answer to some message 
which has been sent from his office ; in case a prepaid 
message requires an answer the addressee may send an 
answer collect and will not be required to make a de- 
posit. 

WHEN AN ANSWER IS PREPAID. 

Whenever the sender of a message wishes to prepay 
for an answer to his message, the sending office will 
place in the check the wire signal "33" which will not be 
counted or charged for. Example : 

(Cameron receives City.) 
(Hr city No) 32 HB B "AS" (ck) 10 Paid & 33 
(fm) Hannibal Mo 22 
(to) Geo Thompson 

Mgr Foot Ball Team, 

Cameron, Mo 
(.) Can you accept our offer for thirteenth others want- 
ing date. 

(sig) M L Stevens, 

"8:10 AM" 



ioo TELEGRAPHY 

Upon receipt of a message bearing the wire signal 
"33" m tne check, the receiving offices will if possible 
obtain an answer, and send the. same "collect" without 
requiring any deposit from the sender. 



NIGHT MESSAGES. 

A night message will be written upon a night mes- 
sage form; they are sent at reduced rates and if pre- 
sented any time during the day, and it is so requested, 
they will be accepted at night rates and held until 6 PM 
and sent as soon thereafter as possible. Example : 

(Kansas City Receives Relayed.) 
(Hr red tru No) 5 KG AN "SN" (ck) 12 Collect Night 
(fm) Breckenridge Mo 22, 
(to) J L McCandlish 

Indianapolis, Ind 
. (.) Offer ten cars good mill screenings seven ten im- 
mediate acceptance. 

(sig) Breckenridge Elevator Co. 

"9:45 AM" 

In the above message the word "red" is found in the 
signals which announce that it is to be copied on Night 
Message Form, and also in the check the word "night" 
is placed, indicating that the message will be charged for 
at night rates. ALWAYS begin night messages with 
the word RED and also send the word NIGHT in the 
check. An office which is not kept open, will before 
closing, transmit its "night" messages; if any night 
messages are left over until morning they will be trans- 
mitted before new business is taken up. 



TELEGRAPHY 101 



CODE MESSAGES. 

Code messages are composed of words found in the 
ordinary dictionaries but so arranged as to give no mean- 
ing without the use of a code book; such messages are 
transmitted at ordinary tariff rates. Example: 

(Kansas City receives Relayed.) 
(Hr code tru No) 3 GH ED "MA" (ck) 6 Paid 
(fm) Birmingham Mo 22 
(to) Warner & Wilbur, 

Commission Merchants, 

Chicago, 111. 
(.) Alert Anvil and abacus demand probable. 

(sig) Robert Elliott 

"8:16 AM" 

A code message is usually preceded by the word 
"code" which puts the receiving operator on his guard. 
The above message, to an operator, has no meaning, but 
should be handled very carefully and every letter sent 
and copied unmistakably correct, and be very particular, 
crossing every "t" and dotting every "i," so they may 
be readily translated by the addressee. Translated the 
above message would read "Buy 10,000 bushels No 2 
wheat for May delivery and buy 100 bales of January 
cotton margin twenty points." Much money is there- 
fore saved in telegraphing by the use of codes. All lead- 
ing branches of business have separate and different 
codes and it would be useless to try to decipher their 
messages without a copy of their code book. 



102 TELEGRAPHY 



CIPHER MESSAGES. 

Cipher messages are in reality used for the same pur- 
pose as code messages. They are composed in whole, or 
part, of figures, letters, characters or words not con- 
tained in dictionaries or a combination of either or all of 
them, having no sense unless interpreted by means of a 
key in possession of the sender and receiver. Example : 

(St. Joseph receives City.) 
(Hr city No) 5 BN RK "TD" (ck) 29 Paid Cipher. 
(fm) Hannibal Mo 22 
(to) Keller Mfg Co. 

1225 Madison St. 

St. Joseph Mo 
(.) Maeotis qr7ef 1740 aedeui zyrstfo6 heavy qzrnm 
9658. (sig) Johnson & Co, 

"9:19 AM" 

To count the above message study the rule covering 
such messages. The receiving operator should not OK a 
cable, code, or cipher message until he has repeated the 
body to the sending operator for comparison. This 
should be done to protect against possible errors, regard- 
less of the requirements of the rules. 



GOVERNMENT MESSAGES. 

Government messages relate to the official business of 
the government and have preference over all other busi- 
ness. Example : 

(Moberly receives City.) 
(Hr pink govt No) 56 KC FL "Z" (ck) 13 Paid Govt. 



TELEGRAPHY 103 

(fm) Washington DC22 
(to) Weatherman, 

Moberly, Mo 
(.) Generally fair tonight and Tuesday warmer west 
portion tonight. 

(sig) Cox 
"4:38 PM" 

In all government messages you count the address, 
body words and the signature, or commence after the 
word "to" and count everything. ALWAYS begin a 
government message with the word GOVT, and also put 
the word GOVT in the check. 



DEAD-HEAD MESSAGES. 

Messages of employes of an urgent social or domes- 
tic character may be sent free and the check will show 
the reason for its acceptance without payment of the 
tolls. Example : 

(Sturges receives City.) 
(Hr City No) 5 MA RN "Q" 9 D H Opr 
(fm) Ottumwa Ioa 22 
(to) Edgar P Walker, 

Sturges, Mo 
(.) Mother and Mollie leave tonight meet them seven 
oelock. 

(sig) G L Walker 

"7:33, PM" 

A message, of this sort must be approved by the man- 
ager or superintendent in accordance with the rules. 



104 TELEGRAFHY 



Cable messages sent or received should be written on 
cable blanks and must always be prepaid. Example: 

(Form of Transmission) 
(Hr Cable No) 8 CN MS 
(fm) Liverpool 5 
(to) Sherlock 

St. Louis (Mo) 
(.) Abhor 36-4 

(sig) Ole 

In cables the check is not sent, only the number of 
words which appear immediately after the originating 
point. No date is given in transmission, but is filled in 
by both sending and receiving operator. To count cables 
begin at the word "to" and count everything except 
where the state is in parentheses ( ). It is not to be 
counted. If it is not in the parentheses it is to be 
counted. Counting of cables will be found different 
from messages, and a thorough study of the cable rules 
is needed. ALWAYS repeat the cables, and time them 
on the face with both sending and receiving operator's 
signal. 



A press message, or query, should be written upon a 
pink blank at a relay office, and should receive prompt 
service. The check of such message shall contain the 
words "Day Press rate" or "Night press rate" the same 
as press for publication. 

They are sent by some newspaper correspondent to 
some newspaper stating some happening or occurrence 



TELEGRAPHY 



105 



8? 9 



3 52 O 



z 

< 

a. 

o 

u x 

<$ 

too 
•3- 

o.s£ -S 

QUI y 
W H ll 

w ei 

Ul if 

H 1 



2-r fi 

22 o 



I d 



09 
< 



ad 

(d 

2 

* x3 

fiQ U, <p 
06 *£tn 

MzH« 

HS§aO- 

Q^ z 

szSBa 



z2q 

ggga 



la 



05 



B 

2 a 

Z CQ 

O < 

O U 



2 









IL "S 
0> 



..III 

— 00<J> — 

E •; oa 

U >Jtf 

Q> JOB 





en 
u 
y 
E 
u. 


o 



o 
3 



to 



o 



0> 
O 



% 








3 







0} 

> 




O 


UJ 




•rH 




-K> 


> 


s 






CO 


«— < 







A? 




u 


en 






H 




u 







In 




a: 


00 




43 

10 





(*Form as received and copied.) 



106 TELEGRAPHY 

and inquiring the amount of matter desired for publica- 
tion; they are charged for at the same rate as press for 
publication. No message to be rated less than ten words. 
Example : 

(Kansas City receives Relayed.) 
(Hr tru pink No) 12 Hi Z "DA" (ck) 18 Collect N P R. 
(fm) Chillicothe Mo 22 
(to) Chicago Record, 

Chicago, 111 
( .) Nancy Bell takes three out of five best time 216 3-4 
Good story how much. 

(Sig) Morgan, 

PRESS SPECIAL. 

A despatch addressed to some newspaper containing 
an account of some happening or occurrence for pub- 
lication, is charged for at press rates. Example : 

(Chillicothe receives press special.) 

(Hr spl No) 29 KC AB "B" (ck) 70 Collect N P R 

(fm) St Louis Mo 22 

(to) Constitution, 

Chillicothe Mo 

(.) Tony Faust's restaurant on Broadway, opposite the 
Olympic, was the scene of a robbery some time dur- 
ing the early hours of this morning, in which $4,100 
in cash was stolen. The police are looking for 
Henry Stetten, alias Henry Stegger, who was em- 
ployed as a bartender at the catering establishment, 
and who is suspected of having some knowledge of 
the crime. 

Filed 7:10 PM (sig) Hemmings 

"7:25 PM" 



TELEGRAPHY 107 

In the foregoing press message we have 70 words, 64 
of which are the body, 1 in the check, and 5 in the Filing 
Time, which when placed in the body of despatches will 
be transmitted, counted and charged for. 



SERVICE MESSAGES. 

A message, pertaining to messages, which have been 
sent, regarding their delivery, collection of charges, etc., 
is called a service message. 



ABBREVIATIONS USED. 

N S N — No such number. 

B B A — Give better address. 

G S A — Give some address. 

S F S — See former service. 

S Y S — See your service. 

D F S — Disregard former service. 

92 — Deliver. 

Deld (or 926.) — Delivered. 

Undeld — Undelivered. 

Dely — Delivery. 

Dely chgs gtd — Delivery charges guaranteed. 

Rept dely chgs — Report delivery charges. 

Rept dely — Report delivery. 

Spl dely — Special delivery. 

Sgd (or) sined — Signed. 

Gte — Guarantee. 



io8 TELEGRAPHY 



FORMS USED IN TRANSMISSION. 

(Hr tru No) 28 MO K "FQ" (ck) Svc (or) Ofs. 
(to) Omaha Nebr 

(.) S F S yours red date Williams sgd Harrison 92d 
OK. 

(sig) Monroe Mo. 22 

"5:46 PM" 
You will note that the above service or office message 
has no "from" and the number of the words are not men- 
tioned in the check; it is also addressed to the name of 
an office and signed by the name of an office ; the signa- 
ture also contains the date. Never address a service 
message to an operator, agent, or any other person, ex- 
cept in making an answer to some service from a large 
office which might be signed for example : "Clark Chi- 
cago 111 22" in which case you would address your ser- 
vice message to "Clark Chicago 111." 

EXPLANATION AND DIFFERENT FORMS USED. 

Whenever a message is received with a request in the 
check to "Rept dely chgd," the receiving office will have 
the message delivered, pay the special messenger and 
send a service. Example: 

To Laclede, Mo. 

Dely chgs yours date Martin sgd Perdin One dollar 
which we check you other lines. 

Bucklin, Mo. 22. 

Whenever a message is received with the words "Dely 
chgs gtd" in the check, and the addressee refuses to pay 



TELEGRAPHY 109 

for the special delivery, the receiving office will pay the 
special messenger and in accordance with the RULES, 
send a service. Example : 

To Cameron, Mo. 

We check you One Fifty other lines Dely yours date 
Warren sgd Drake. 

Chillicothe, Mo. 22. 

Whenever a message is received, and the addressee 
lives outside the free delivery limits, and the delivery 
charges have not been provided for, ask about the de- 
livery charges by service. Example: 

To Madison Wis. 

John Benson lives four miles out do you gte One Twenty 
Five Dely yours date sgd Clark. 

St. Louis Mo. 22. 

When a service similar to the above is received and 
the delivery charges are guaranteed by the sender. 
Example : 

To St. Louis, Mo. 

SYS we gte One Twenty Five Dely chgs ours date Ben- 
son sgd Clark. 

Madison Wis. 22 

The above service must be charged for in accordance 
with the RULES. 

WHEN CHARGES ARE NOT GUARANTEED. 

To St. Louis, Mo. 

SYS ours date Benson sgd Clark chgs not gtd, pis drop 
in P. O. 

Madison Wis. 22 



TELEGRAPHY 



WHERE THE STREET NUMBER MENTIONED IN THE ADDRESS 
OF A MESSAGE CANNOT BE FOUND. 

Example : 

To Battle Creek, Mich. 

N S N as 324 East Lake St and Huffman & Son un- 
known at 324 West Lake St, G B A or cant 92 your 
date sgd Peterson. 

Indianapolis, Ind. 22. 

WRONG ADDRESS. 

To Geneva, 111. 

M L Sacket unknown at 1262 Wentworth Ave, G B A 
or cant 92 yours date sgd Mitchell. 

Clark, Chicago, 111. 22. 

CORRECTED ADDRESS. 

To Clark Chicago, 111. 

Ours date Sacket sgd Mitchell is addressed to 1282 

Wentworth Ave, Not 1262 we repeat 1282, SYS 

and advise. 

Geneva, 111. 22. 

WHEN MESSAGE IS DELAYED. 

To St Joseph, Mo. 

Can't 92 until 8 AM yours Meek & Co sgd Clayball, of- 
fice closed for the night and residence unknown. 

Boston, Mass. 22 s 



TELEGRAPHY III 

IF THE ADDRESSEE OF A COLLECT MESSAGE REFUSES TO 
PAY FOR THE SAME. 

To New York, N. Y. 

Collect there yours date Hutson sgd Reedy payment re- 
fused. Toledo, Ohio. 22. 

WHEN A MESSAGE HAS BEEN LOST OR NOT UNDERSTOOD, 
ASK FOR DUPLICATE. 

To Quincy, 111. 

Duplicate quick yours date Carlton sgd Manning, mes- 
sage not understood. 

Galesburg, 111. 22. 

ASKING FOR DUPLICATE OF A CERTAIN WORD. 

To Rawlins, Wyo. 

Duplicate eighth body word yours Nelson sgd Hender- 
son. Medicine Bow, Wyo. 22. 

DUPLICATING A CERTAIN WORD. 

To Medicine Bow, Wyo. 

SYS eighth body word ours date Nelson sgd Hender- 
son is "waste" we repeat it "waste." 

Rawlins, Wyo. 22. 

WHEN NO STREET ADDRESS IS GIVEN. 

To Adams, Nebr. 

G S A or can't 92 your red 21st Parker sgd Ammer- 

man. Englewood, 111. 22. 

Whenever the check in a message is anything else 
than "Day," it should be mentioned as in the above mes- 
sage. 



ii2 TELEGRAPHY 

WHEN A SERVICE HAS BEEN SENT AND ANOTHER FOLLOWS 
CHANGING THE FIRST. 

To Adams, Nebr. 

D F S have 92 OK your Red 21st Parker sgd Ammer- 
man. Englewood, 111. 22. 

WHEN THE ADDRESSEE HAS CHANGED RESIDENCE. 

To Pattensburg, Mo. 

Clifton Pub Co. have moved from 936 West Clay St and 
present address unknown G B A or can't 92 yours 
yesterday sgd Adams Bros. Clark, Chicago, 111. 22. 

WHEN THE ADDRESSEE LEAVES TOWN BEFORE A COLLECT 
MESSAGE ARRIVES FOR HIM. 

To South Bend, Ind. 

Allen Thompson left city before yours date sgd Mer- 
dock arrived. Collect there. Warsaw, Ind. 22. 

WHEN A MESSAGE IS SENT TO WRONG DESTINATION. 

To St Joseph, Mo. 

File but do not check ours red 21st Randall sgd Peterson 
should have been sent to St Louis, Mo. have resent 
it to St. Louis. Chillicothe, Mo. 22. 

ASKING FOR QUICK ANSWER. 

To Milwaukee, Wis. 

Pis get quick answer or reason why ours yesterday Stock- 
ton sgd demons. Minneapolis, Minn. 22. 



TELEGRAPHY 113 

NUMBER SERVICE MESSAGES. 

To Chicago, 111. 

Yesterday sent 97 receive^ 210. Kansas City, Mo. 22. 

To Kansas City, Mo. 

No record your No 97 yesterday, Pis give skeleton. 

Hitchcock, Chicago, 111. 22. 

GIVING SKELETON. 

To Hitchcock, Chicago, 111. 

Ours yesterday No 97 to you ck 13 Paid fm Brecken- 
ridge, Mo. to James Armstrong Milwaukee, Wis. sgd 
Widley Bros, reed opr MA 2:25 PM, S Y S and ad- 
vise. Kansas City, Mo. 22. 

COMMERCIAL NEWS DEPARTMENT. 

That department of commercial telegraph which gath- 
ers and furnishes by wire, quotations and other news 
of grain and provision market. 

The grain and provision market opens at 9:30 A. M. on 
the board of trade, and the quotations are sent out at 
different times until' 1:15 P. M., except on Saturdays, 
when the close is sent at twelve o'clock, noon. 

ABBREVIATIONS. 
GRAIN. PROVISIONS. 

W Wheat P Pork 

C Corn L Lard 

O Oats S R (or) R . . . Short Ribs 



ii4 TELEGRAPHY 



OPTION MONTHS. 

F January N . . . July 

G February Q August 

H March U September 

J April V October 

K May X November 

M June Z December 



GRATKT c n d. 

(Hr end No) 4 CH AC "GO" (ck) C N D 

(fm) Chicago 111 22 

(to) Quincy 111 

(0 WZ i.o5J4, K 1.0454 

CZ 41^, K 40^(0)40^ 

oz 30, k 2 9 y 2 

(sig) 9 :30 AM Opening. 
"9:41 AM" 



PROVISIONS C N D 

(Hr end No) 5 CH AC "GO" (ck) C N D 
(fm) Chicago 111 22 
(to) Quincy 111 
( .)PZ 13.00, K 12.50 
i.Z 7.65, K 7.85 
SRZ 9.70, K 10.00 

(sig) 9 : 3° AM Opening. 
"9 43 AM" 



TELEGRAPHY 115 



ABBREVIATIONS USED IN LIVE STOCK C N D 

A Exact Receipts M Heavy 

B Exports N Light 

C Sales P Premium 

J Left Over X Mixed 

K. . . .Receipts Day Before 

OPENING LIVE STOCK C N D. 

(Hr end No) 2 KC NF "SR" (ck) C N D 

(fm) Kansas City Mo 22 

(to) Cameron Mo 

( .)Hogs 20,000 prospects stronger. 

Cattle 10,000 prospects steady. 

Sheep 6,000 prospects unchanged. 

(sig) 7:10 AM Opening. 



'7:18 AM' 



THE 8 140 AM C N D. 



(Hr end No) 25 KC NF "SR" (ck) C N D 

(fm) Kansas City Mo 22. 

(to) Cameron Mo 

(.) A 20,000 B 11, 292 C 5,121 J 2,854 K 21,000 aver- 
age higher. M 500(0)517^ N 460(0)505, P 500(0)517, X 
460(^)505. Cattle 10,000 including 300 southerns. Na- 
tive steers 400(0)625. Southern Steers 250(0)375. Na- 
tive Cows and Heifers I50@450. Stocker and Feed- 
ers 225(0)425. Westerns 300(0)450. Sheep, 6,000. 
Muttons 325(0)380. Lambs 400(0)415. Range wethers 
325(0)400. Ewes 275@36o. 

(sig) 440 AM 

"8:48 AM" 



u6 TELEGRAPHY 



GRAIN SPECIAL FOR PUBLICATION. 

(Hr spl No) 56 KC J "AD" (ck) Collect DPR 

(fm) Kansas City Mo 22 

(to) The Gallatin Democrat, 
Gallatin, Mo 

( .) Wheat— 198 cars— Dec. $1.05^; May, $1.04*4 ; 
cash No. 2 hard, $1.07^(0)1.10; No. 3, $1.04® 1.08; No. 
4, 96c@$i.04; rejected, 85@94c; No 2 red, $1.12; No. 
3, $i.o8@i.io; No. 4, 98c@$i.o6. 

Wheat — Higher. 

Corn— Dec. 41^ ; May 40^@40% ; cash; No. 2 
mixed, 48c ; No. 3, 47^ No. 2 white, 48^ ; No. 3, 48(a) 
48%c. 

Oats — No. 2 white, 30@32c ; No 2 mixed, 29^. 

(sig) .Watkins 

Filed 4:37 PM. "4:40 PM." 



arv? INDEX-PART II. 

Instructions for beginners 3 

Learners' instruments, how to connect for 

practice 3 

Morse alphabet 6 

Transmission 9 

Position 9 

Movement 10 

Exercises in sending it 

Hints in sending 17 

Punctuation 19 

Receiving 20 

Penmanship 21 

Battery zj. 

Conductors and insulators 24 

Magnetism 24 

Electro-Magnet 25 

Key 25 

Relay ■ 27 

Adjustment of instruments 30 

Key 30 

. Relay 30 

- 1 Sounder 31 

. Switch board 31 

Ground wire 33 

General instructions for circuit 38 

Wire signals used in taking the circuit from others: . 41 

Numeral wire signals 41 

. Abbreviations 42 

i 



ii INDEX AR.V7 

General rules and instructions for telegraph employes . 52 

Chief operator 52 

Operator 53 

Double order system 59 

General instructions in train order wire work . . 60 

Order of transmission 60 

Acknowledgment of receipt of train orders 61 

How to copy orders on the forms 62 

Train order wire work , 6j 

Breaking in train orders 68 

Railroad telegrams 69 

General instructions in railway message wire work ... 69 

Order of transmission 70 

How to copy messages on the forms 70 

Breaking in railway messages 73 

Car report local 75 

Car report foreign yy 

General instructions in commercial wire work 78 

Order of transmission . 80 

Sending form 82 

Receiving form and how to copy on same 83 

Receiving form 84 

Timing of sent copies 87 

Breaking in commercial messages 87 

Mistakes in checks 88 

Commercial messages 88 

More than one address 89 

Street addresses 90 

More than one signature 91 

Title words 92 

Reporting delivery 92 

Repeated message 93 



AR.V7 INDEX 



111 



Special delivery 94 

Extra dates 95 

Other line messages 97 

When an answer is prepaid 99 

Night messages 100 

Code messages 101 

Cipher messages 102 

Government messages 102 

Dead-head messages 103 

Cables 104 

Cable message form 105 

Press special 106 

Service messages 107 

Abbreviations used 107 

Forms used in transmission 108 

Explanation and different forms used 108 



REVISED AND ENLARGED I9Q7 EDITION 



MODERN LOCOMOTIVE 
ENGINEERING 



20th Century 
Edition 



By C. F. SWINGLE, M. E< 






THE most modern and practical work published, treating upon the 
construction and management of modern locomotives, both simple 
and compound. 

The aim of the author in compiling this work was to furnish to loco- 
motive engineers and firemen, in a clear and concise manner, such in- 
formation as will thoroughly equip them for the responsibilities of their 
calling. The subject-matter is arranged in such a manner that the fire- 
man just entering upon his apprenticeship may, by beginning with chapter 
I, learn of tiis duties as a fireman and then, by closely following the make- 
up of the book in the succeeding pages, will be able to gain a thorough 
knowledge of the construction, maintenance and operation of all types of 
engines. 

Breakdown, and what to do in cases of emergency, are given a con- 
spicuous place in the book, including engine running and all its varied 
details. Particular attention is also paid to the air brake, including all 
new and improved devices for the safe handling of trains. 

The book contains over 600 pages and is beautifully illustrated with 
line drawings and half-tone engravings. Plain, simple and explicit lan- 
guage is used throughout the book, making' it unquestionably the most 
modern treatise on this subject in print, 

Size 5x6%. Pocket-book style. Full seal grain leather, with gold 
stampings and gold edges. Price, $3.00 

Sent Postpaid to any Address in the World upon Receipt of Price 

FREDERICK J. DRAKE & CO. 

PUBLISHERS 
350-352 Wabash Avenue, CHICAGO, ILL. 



LOCOMOTIVE ENGINE BREAKDOWNS 
AND HOW TO REPAIR THEM 

WITH 

Questions and Answers 

Over three hundred questions by practical Locomotive 

Enginemen, asked because of breakdowns, snags and 

problems met with. Answered by W. G. Wallace 

in a clear, easily understood style, with many 

illustrations showing how to manage 

difficult breakdowns. 




The questions are carefully indexed and referred to 
by number. The book also contains useful Pointers 
and Tables for Enginemen, and three folding plates. 



285 Pages, 16mo Full Leather Limp, Price $1.50 

Sent postpaid to any address upon receipt of price. 



FREDERICK J. DRAKE k CO. 

350-352 Wabash Ave. : ; : Chicago, U. S. A. 




This new 1905 Edition contains in addition four complete chapters on 
The Steam Turbine and Mechanical Stokers which is not included in 
other Engineering Works. 

&he 20th Century Hand Book 

-FOR 

Engineers and Electricians 

A COMPENDIUM 
of useful knowl- 
edge appertain- 
ing to the care and 
management of Steam 
Engines, Boilers and 
Dynamos. Thorough- 
ly practical with full 
insti uctions in regard 
to making evapora- 
tion tests on boilers. 
The adjustment of the 
slide valve, corliss 
valves, etc., fully de- 
scribed andillustrated, 
together with the ap- 
plication of the in- 
dicator and diagram 
analysis. The subject 
of hydraulics for en- 
g 1 n e e r s is made a 
special feature, and all problems are solved in plain figures, thus ena- 
bling the man of limited education to comprehend their meaning 

By C. F. SWINGLE, M.E. 

Formerly Chief Engineer of the Pullman Car Works. Late Chief Engineer 
of the Illinois Car and Equipment Co., Chicago. 

ELECTRICAL DIVISION 

The electrical part of this valuable volume was written by a practical 
engineer for engineers, and is a clear and comprehensive treatise on the 

grinciples, construction and operation of Dynamos, Motors, Lamps, 
torage Batteries, Indicators and Measuring Instruments, as well as an 
explanation of the principles governing the generation of alternating cur- 
rents, and a description of alternating current instruments and machin- 
ery. No better or more complete electrical part of a steam engineer's 
book was ever written for the man in the engine room of an electric 
lighting plant. 

SWINGLE'S 20th CENTURY HAND BOOK 

FOR ENGINEERS AND ELECTRICIANS 

Over 300 illustrations ; handsomely bound in full leather pocket A a a a 
book style; size 5x6% xl inch thick. PRICE NET .... $0aUIF 
Sold by booksellers generally or sent postpaid to any 
address upon receipt of price. 

FREDERICK J. DRAKE & CO. 

PUBLISHERS 
350-352 Wabash Avenue, CHICAGO, ILL. 



The Calculation of Horse 
Power Made Easy : : ; 

By L. ELLIOTT BROOKES 

Author of "Gas and Oil Engine Hand-Book," 

"The Automobile Hand-Book," Etc. 

Size, 5x7%. 80 Pages, Illustrated. Cloth, 75 Cents 






THIS work deals in a practical and non- 
technical manner with the calculation 
of the power of Steam Engines, *Explo- 
sive and Electric Motors. 

Particular attention has been given to the 
full explanation of the elementary principles 
upon which the calculations are based. 

It has been the endeavor to present in as 
simple a manner as is possible, a number of 
useful rules and formulas that may be of 
great value to Engineers, Machinists and 
Designers in calculating horse power. 

Rules for plotting steam engine diagrams 
by arithmetical, geometrical and graphical 
methods are given and fully explained, also 
the method used in plotting the diagram of 
an explosive motor. 

This work covers many points regarding 
the calculation of horse power and useful 
information not hitherto published in a single 
volume, and includes Calculated, Brake and Indicated horse power, Point of 
cut-off and average steam pressure, Horse Power of Explosive Motors, Degree 
of Compression and Combustion Chamber Dimensions, Indicator Diagrams of 
Steam Engines and Explosive Motors, also tables of Average Steam Pressure, 
Areas of Circles, Squares of Diameters of Circles, Natural Logarithms of Num- 
bers, Thermo-dynamic Properties of Gasoline and Air, Common Logarithms 
of Numbers, and Mensuration of Surface and Volume. 




The term " Explosive Motor " includes Gas, Gasoline and Oil Engines. 



SENT POSTPAID TO ANY ADDRESS IN 
THE WORLD UPON RECEIPT OF PRICE 

FREDERICK J. DRAKE & CO. 

PUBLISHERS 
350-352 WABASH AVENUE, CHICAGO 



STANDARD EXAMINATION 

QUESTIONS and ANSWERS 

FOR 

LOCOMOTIVE FIREMEN 

Gontains the three Regular Progressive Mechanical Examin- 
ations adopted as Standard by the Traveling Engineer's 
Association; the answers by W. G. Wallace. 




Particulars of Valve Setting. Description of Link 
Motion, and more than twenty Link Motion 
Tables. Rules for Economical Firing. Full 
account of How to Fire with Oil for Fuel. Many 
Valuable Pointers; Miscellaneous Tables, also an 
Exhaustive Treatment of the Subject of Com- 
bustion. Fully Illustrated ::::::::; 



340 Pages, 16mo Full Leather Limp, Price $1.50 

Sent postpaid to any address upon receipt of price-, 



FREDERICK J. 
350-352 Wabash Ave., 



DRAKE & CO. 

Chicago, U. S. A. 



MM h Mr* *3 




